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The Magazine of the EAA VINTAGE AIRCRAFT ASSOCIATION
STRAIGHT AND LEVEL
2 VAA NEWS
4 THIRTY FIVE YEARS AT THE OUTER
MARKER! Dutch Redfield
8 MYSTERY PLANE/H. G. Frautschy
10 VARIABLE PITCH PROPS/Jim Reddig
11 VINTAGE GATHERING - SUN 'N FUN 20001
H. G. Frautschy
22 GEE BEE WINGIH.G. Frautschy
24 PASS IT TO BUCKlE.E. "Buck" Hilbert
29 WELCOME NEW MEMBERS
Publisher TOM POBEREZNY
Editor-ill-Chief scon SPANGLER
Executive Director, Editor HENRY G. FRAUTSCHY
Executive Editor MIKE DIFRISCO
COlltributing Editor JOHN UNDERWOOD
Art Director BETH BLANCK
Photography Staff JIM KOEPNICK
Advertising/ Editorial Assistallt ISABELLE WISKE
SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
In this month's Vintage Airplane, you will find infor-
mation regarding the Officers and Directors of your
association who are running for election. Once elect ed,
they'll serve a two year term. It has been my pleasure to
know these individuals personally as we all work to fur-
ther the goals of the Vintage Aircraft Association. Please
take a moment to review their biographies, and take the
time to send in your ballot.
Speaking of their dedication, the weekend of May 19th
was the work weekend at the vintage area on the EAA Air-
Venture grounds. I had hoped to be able to attend this
gathering, but mother nature had other plans. As many of
you know, springtime often results is rather strong
weather, and the vigorous fronts that have been moving
from west to east have not been kind to the country.
When I fly from my home here in No rth Carolina to
Oshkosh, my flight takes me across Charleston, West Vir-
ginia to just South of Columbus and Dayton, Ohio, just
north of Fort Wayne, Indiana, then across Benton Harbor,
Michigan. From there it's time to cross Lake Michigan to
the Brave Intersection with a turn to head direct to
Oshkosh. A no-wind flight plan shows the flight is 3
hours, 25 minutes, with a distance of 665 nautical miles.
The Baron (a B-55) gives me an honest 190 to 195 knots
and on a trip of this distance, my fuel burn is generally 24
gallons per hour.
While planning my trip to the VAA work weekend, I
kept reviewing the weather. There was a strong front lay-
ing across the Ohio Vall ey, just northwest of West Virginia,
stretching from the all the way back to Kansas. There was
a narrow, somewhat clear area in the front over in Ken-
tucky, but the weather was predict ed to drift south over
the weekend and there as also convective weather moving
in from the Texas area. It sure look ornery, so I hung up
the keys and chose to stay home. Nuts!
I really didn' t want to cross the mountains whi le they
are shrouded by clouds. We did get hammered by some
strong storms on Saturday night. I felt I made the right de-
cision not to challenge the weather, but I sure missed
being in Oshkosh. There were a number of your fellow
members, V AA directors, and VAA officers who did show
up for this gathering. Take a look at the photos on page 3
for more on the activities.
Directors sometimes will go out of their way to get one
thing done. Bob Lumley related one such incident to me
after the weekend. Director Gene Morris, who lives in
Roanoke, Texas, showed up in his 0-35 Beech with a re-
placement wind sock to be installed on the roof of the Red
Barn. He and H.G. put in a new light bulb in the frame
and installed the wind sock. Gene had more commitments
back at hi s son's house in Illinois, so he got back in his
Beech and departed. Thanks, Gene! Thanks to all who
participated in the VAA Work Weekend - we'll see you
next year! By the way Gene, how's that new engine over-
I have been di stracted from the instrument panel pro-
ject on my Luscombe. You know the tal e - we are
installing a new front porch on the house, and of course as
with anything to do with working on a house, it has
turned into a maj or project.
The Luscombe flies just great with the old panel any-
way, so we have been having fun just going around to
some good local fl y-ins and chapter meetings. I have re-
ceived a good number of positive comments by members
concerning the articles in Vintage Airplane. They feel they
are more lion target," with good, needed information. In
order to continue to provide you, the member, with this
type of information we continue to need your input. My
thanks to you all regarding the technical articles in partic-
ular - we're working to ensure we have an even greater
amount of techni cal material, and welcome your correc-
tions and comments.
There's going to be plenty of things to do in the Vin-
tage Aircraft Association area during EAA AirVenture. The
Type Club t ent, workshops, the VAA picnic on Sunday
night will all just be a fraction of the educational and
recreational aspects of coming to EAA AirVenture. Not
only that, but you get to visit with so many of your avia-
tion friends. For up-to-date information on this year's
Convention, point your web browser towards www.air-
venture.org. There's lots to see!
If you haven' t had a chance to ask someone to join us,
please feel free t o invite them to sign up in the Vintage
Aircraft Association. Lets all pull in the same direction for
the good of aviation. Remember we are better together.
Join us and have it all! ......
VINTAGE AIRPLANE 1
compiled by H.G. Frautschy
Elsewhere in this issue of Vintage
Airplane you'll find the ballot for this
year's V AA Elections, which will be
ratified during the annual business
meeting held during EAA AirVen-
ture. If you're interested in
attending in person, please see the
top of the biographies on the ballot
for the date and location of the
Vintage Aircraft Association meet-
ing. Immediately following the
VAA meeting, the EAA annual meet-
ing will be convened.
Pursuant to EAA bylaws, the an-
nual business meeting and elections
for the Experimental Aircraft Associ-
ation (EAA) will be held at the
Theater in the Woods at 9:30 a.m.
CDT on Monday, July 31, 2000 at
Wittman Regional Airport, Oshkosh,
Wisconsin during EAA AirVenture
2000 to be held July 26 through Au-
gust 1, 2000.
T H E C OVERS
FRONT COVER . .. With it's LeRhone rotary
engine blatting away, Gene DeMarco pilots
the Old Rhinebeck Aerodrome's Sopwith
Camel replica, while David King lurks behind
him as the "Black Baron" in the famous
EM photo by Mark Schaible, shot with a
Canon EOS1 n equipped with an 80-220 mm
lens on 100 ASA Fuji Provia slide film. EM
Cessna 210 photo plane flown by Bruce
BACK COVER . .. Just east of Lakeland,
Florida is the town of Winter Haven, home to
Jack Brown's Seaplane Base. Each year dur-
ing the annual Sun n' Fun EM Fly-In, a few
of the Piper Cubs used at Brown's can be
found on Lake Parker, taking part in the pop-
ular Splash-In. Instructor Brian Meadley taxis
in with one of the Cubs. Originally from the
United Kingdom, Brian now splits his time
between Europe and the United States. EM
photo by Mark Schaible.
2 JUNE 2000
EAA's popular World of Flight cal-
endars, which showcase some of the
world's finest aviation photography,
are now better than ever with the
addition of a second calendar focus-
ing on the fascinating world of
People who enjoy the world of
flight can choose from either of the
spectacular 2001 calendars - the
renowned World of Flight 2001 or
EAA's Ultralight and Light Plane 2001.
Previous EAA calendars have won
numerous national awards for de-
sign and photography.
Both 2001 EAA calendars include
large color aircraft images sui table
for framing, background and techni-
cal information on the featured
aircraft, as well as colorful areas not-
ing upcoming dates of EAA
AirVenture Oshkosh and other ma-
jor EAA fly-ins. Within the
calendars' 12-by-24 inch format are
large "day boxes" for writing in ap-
pointments and other important
events, along with a large notes area.
The 2001 EAA calendars , the
15th in a series that began in 1987,
features work by EAA's world-class
aviation photographers and addi-
tional photos provided by EAA
volunteer photographers. Each
2001 EAA calendar is $10.99 (plus
shipping and handling). They are
available through EAA by calling
800-843-3612 or through EAA's
World Wide Web site
(www.eaa.org). EAA Chapters are
invited to order bulk quantities of
the calendar, specially personalized
with the Chapter's name and other
WHAT OUR MEMBERS
One of our most popular columns
in Vintage Airplane has been "What
Our Members Are Restoring." Mem-
bers like Carl Carr of Rockford, Ohio
send us photos of their recent
restorations for publication, and all
of us can enjoy seeing the variety of
airplanes that continue to come out
of individual and professional shops
all over the world.
If you'd like to see your airplane
featured in this column, please send
photographs of them to:
What Our Members Are Restoring
Vintage Airplane Magazine
P.O., Box 3086
Oshkosh, WI 54903-3086
Slides or prints are okay, all we
ask is that they be properly exposed
and in focus. The quality of prints
-continued on page 25
Carl E. Carr's (EAA 8020, VAA 23418) Ranger-powered Fairchild 24, NC18695 was built i n 1939
and was originally purchased new by movie stars Buddy Rogers and Mary Pickford. Carl keeps
the airplane near his home in Rockford, Ohio.
CAVU day, acres and acres of freshly cut
grass, and groves of oak trees served as the
backdrop of one of the most pleasant Vin-
tage Work Weekends on record.
Volunteers from our Convention Chairmen, VAA
officers and the membership at large came to VAA
Headquarters in Oshkosh to spruce up the place
and build four covered stands to protect our f1ight-
line personnel from the sun and other weather
factors. Beginning the clean up of the Red Barn was
part of the process too.
Phil Blake, Randy Hytry and Ed DeBolt walked
the length and breadth of the site installing perma-
nent row markers after the VAA parking area was
surveyed and staked out. Gene Morris zipped up
from Popular Grove, Illinois to install a new wind-
sock on top of VAA Headquarters. Other weekend
John Berndt, Tim and Joanne Fox, Clair Dahl,
Bob Lumley, Bob Brauer, Dale Gustafson, Dick
Mouldenhauer, Georgia Schneider, Geoff Robison,
Wes Schmid, Steve Nesse, Gayle Gruendler and
It was a beautiful day and with great folks work-
ing together, we had plenty of fun to boot. We'II
keep you posted when the next weekend will take
place. Newcomers are always welcome - don't
worry, we'll find something for you to do!
John Berndt and Clair Dahl construct and then add
the roof trusses to the top on one of the four VAA
safety shacks built over the weekend.
Framing up the stands (from left to right) are Bob Lumley,
Dick Mouldenhauer, Wes Schmid and Clair Dahl.
Pork chops, Bob Lumley's special beans and plenty of potato salad was
served up at dinnertime for VAA work party volunteers and members of
EAA Chapter 272 from Duluth, Minnesota who were also volunteering on
the AirVenture grounds the same weekend.
VINTAGE AIRPLANE 3
Training the Clipper Crews
n 1955 it became known in gov-
ernment circles that the Prime
Minister of Thailand was de-
sirous of making a flight around
the world. President Eisenhower
quickly came through, graciously
offering him the use of his personal
airplane, the Columbine, a beautiful
plush Lockheed Constellation L-
749, and a fully qualified Air Force
crew to fly it. The Prime Minister
gratefully accepted the offer, pro-
vided, however, that a Pan
American crew operate it. For the
flight, Pan American's Page Smith
was assigned as captain, Charlie
Matthews as first officer, while John
Punz was to man the Constella-
tion's flight engineer's station.
The airplane, hangared at Wash-
ington, was to be picked up and
ferried to New York in preparation
for the round-the-world departure,
and so that the involved airmen's
records would be current, I was sent
to Washington along with the crew
to conduct a fresh flight check for
each of the pilots during the return
trip to New York.
In civilian clothes and carrying
typically battered airline flight bags,
we hopped Eastern Airlines down to
Washington, then took a taxi to An-
drews Air Force Base, where we
knocked at the gate, announcing to a
very unbelieving guard that we were
there to pick up President Eisen-
hower's airplane. For the next many
minutes there was an awful lot of
telephoning, raised eyebrows, and
off-in-the-corner whispering as we
gradually worked our way from one
office to another, then finally into
the hangar itself.
On the spotless hangar floor in
front of the airplane it took more ex-
plaining by many people, to those
directly charged with the care and
protection of this beautiful machine,
that they were indeed to release it to
us. Finally, with a resigned shrug, the
by Holland "Dutch" Redfield
4 JUNE 2000
hangar doors were pushed back, the
airplane towed out onto the ramp,
and a boarding ladder rolled into
place. After a short walk-around and
interior inspection, we started en-
gines, taxied out, took off and
banked northward with the Presi-
dent's beautiful shiny airplane, while
incredulous people shook their heads
and watched us disappear over the
horizon with their prize possession.
On the way home Page and Char-
lie each did their stalls, slow flight
and steep turns, then, approaching
Long Island our flight plan was can-
celled and we swung east to
MacArthur Airport for the instru-
ment approach and landing portions
of their flight checks.
In short order our work was com-
pleted and we headed back to base at
I was well aware that the rest of
the crew would be going on with this
beautiful airplane, and that I would-
n't, and so that I also could rightfully
make my own claim to fame, as we
flew west over Long Island I stepped
aft, and I wish for all record books to
show that on May 10, 1955, at 2,500
feet over Hempstead, Long Island,
that I too used the head in President
During the Lockheed Constella-
tion and Boeing Stratocruiser days, it
was possible for Pan American line
flight engineers to bid on long-term
aSSignments to the training section
for the operation of training aircraft;
thus, Nick Holt, a veteran Pan Ameri-
can engineer, and I, found ourselves
doing much flying together.
To help us do our job better we
designed and rigged up a portable
signaling device by means of which
from either pilot's seat, it was possi-
ble to silently inform Nick at the
engineer's station what malfunction
was to be next simulated. There was
a small clip on the "device's" forward
panel along with four signaling but-
tons, and a clip on another small aft
panel with four lights, which at-
tached to a convenient location at
For the next many minutes
there was an awful lot of
eyebrows, and off-in-the-
corner whispering as we
gradually worked our
way from one office to
another, then finally into
the hangar itself.
the engineer's station. We could
quickly move the unit from one air-
plane to another. A steady No. I light
meant for Nick to "cut the mixture
on No.1 engine"; a flashing light
meant, "simulate a fire on No.1 en-
gine"; two steady inboard lights
meant, "report a cargo compartment
fire"; and two steady outboard lights
mean, "turn off flight control boost."
We had just completed a three-en-
gine ILS approach and were climbing
northeastward out of LaGuardia Field
on three engines when, without
warning the flight control boost
went off causing flight control pres-
sures to become very high and
three-engine control very difficult.
Puzzled, I quickly brought the idling
engine back in and looked around
for an explanation. Nick hastened to
show me two steady outboard flights
that were on despite my fingers be-
ing off the buttons.
When we later got on the ground
we threw that "training device" into
Bowery Bay. It had a short circuit.
This was an early lesson for me on
the pitfalls of over-sophistication.
The next airplane flown for Pan
American was the Boeing Stra-
tocruiser, a double-decked airliner
with berths for long night flights and
a plush, mirrored lounge on the
This wonderful airplane was
powered by four Pratt and Whitney
3500 horsepower engines, each of
which had 28 cylinders that were
arranged in four radial roWs of
seven cylinders each. Because of the
engines' uncowled appearance, it
was nicknamed the "corn cob."
These big many-cylindered engines
ran very, very smoothly, swinging
large four-bladed propellers with
very wide paddle-like blades that
were made of hollow steel. Unfortu-
nately, these prop blades gave many
problems, some of which caused in-
One morning we had just landed
from a Stratocruiser training flight
and were in the process of clearing
the right runway of the two oriented
to the northwest at Idlewild, when
the tower called our flight and re-
ported, "Clipper 37V, you are on fire,
emergency equipment is on the
way!" First Officer training had been
in progress and I was occupying the
left captain's seat. We were moving
slowly and the airplane was quickly
brought to a stop. I opened the large
cockpit side window and looked out.
As the window was opened, there
was a powerful roar that sounded
like opening the furnace door of an
oil burner, and high flames that were
the color of a home oil burner flame
gushed from the left landing gear
wheels, up and around the idling
No.2 engine, licking at the wings'
leading and trailing edges and the
fuel tanks in these wings that con-
tained hundreds of gallons of high
octane aviation gasoline.
As I withdrew from the window
the flight engineer, who had run aft
to check the situation from the main
cabin, returned to the cockpit, and it
was obvious that that he had seen
what I had seen. His eyes were large
and round as he said, "Let's get out
of this son-of-a-__!" It certainly
seemed a hopeless situation, but be-
fore giving up I wished to try
something and advanced No.2
VINTAGE AIRPLANE 5
Pan Am's Boeing Stratocruiser was the pinnacle of propeller-driven, luxurious travel in the late 1940s and '50s.
throttle wide open. Behind us, the
blast from the large four-bladed pro-
peller, which cleared the ground by
less than a foot, had laid flat the
flames from the hydraulic fire on the
left landing gear and to my great re-
lief no longer threatened to ignite
the wing, being now laid flat halfway
back to the airplane's distant tail. If
necessary, we could stay like this un-
til fuel ran out.
I ducked back into the cockpit to
inform the crew what was taking
place, then stuck my head out again
and this time to my amazement
there was only a small flickering
flame down on the landing gear it-
self. The airport fire equipment was
arriving and as they took over we cut
6 JUNE 2000
the engine and the big prop swished
to a stop.
A bad hydraulic leak in a brake
line under much pressure, along
with a malfunctioning dragging
brake, had been the cause of the
fire. I can claim no originality for
use of the propeller blast, having
read in a trade magazine a sugges-
tion that what we had done might
Another Stratocruiser training
flight had been in progress and it
was a hazy spring morning as we
completed our mission and headed
homeward toward Idlewild Airport
at New York. We were cleared by the
control tower to begin our landing
approach and for maneuvering near
the airport we flew with a partial flap
extension of 2S degrees. On final ap-
proach my pilot student was having
difficulty locating the runway in
the bright morning sun and haze,
and as a result our runway align-
ment ended up considerably offset.
At about 300 feet I suggested that
we abandon the approach, circle
the field and try again.
As throttles were advanced for go-
around, flap and gear retraction was
requested. At the same time I picked
up the radio microphone to inform
the tower of our intentions while si-
multaneously actuating the electric
toggle switches that initiated retrac-
tion of the flap and landing gear.
Something had to be qUickly done and the throttles
of the two left engines were taken and edged
slowly back until the plane's rolling tendency eased
and the ailerons backed out of the buffet area, but
now the Boeing began losing altitude.
While transmitting, I noted the air-
plane rolling very rapidly into a steep
right bank. "Where're you going?/I I
inquired, and at the same time my
student advised with great anxiety
that he "was unable to hold it!/I Now
the two of us were on the airplane's
controls and despite full opposite
aileron and rudder, the bank, which
was now in excess of 40 degrees, con-
tinued to slowly increase. The
ailerons, which were stalled out, buf-
feted heavily, while the rudder
pressures, despite the two of us push-
ing will all our strength, were very
high. Nick Holt, sensing trouble, fur-
ther advanced power on all four
Something had to be quickly done
and the throttles of the two left en-
gines were taken and edged slowly
back until the plane's rolling ten-
dency eased and the ailerons backed
out of the buffet area, but now the
Boeing began losing altitude. If
power was re-advanced to prevent
loss of our very low altitude, a slowly
steepening bank again would result
despite full opposite control. At lower
and lower altitudes we went around
and around the control tower for at
least three times. Because of the
very high powers in use, the cylin-
der head temperatures of the two
laboring right engines were rising
rapidly and fast becoming an addi-
tional critical factor. Also, the
microphone had dropped from my
lap and I was unable to release the
controls long enough to respond to
the tower operator's very concerned
The only aerodynamic configura-
tion change that we had made
during the start of our landing go-
around was retraction of the 25
degrees of wing flap. A shout was
made to Meridith Warren, another
instructor aboard the flight, to run
aft and check left and right wing
flap positions before any further
configuration changes were made.
In a few seconds he was back, re-
porting that the left wing flap was
extended, with the right one fully
retracted into the wing.
With some hope now of resuming
control, the flap switch was actuated,
causing the retracted right flap to
slowly move out to a position even
with the disabled left one, and in
only a few seconds time, we had a
normal flying airplane again. What
had been a, "Holy oh Christ, here we
go!/I situation one minute, was a
completely controllable and near
normal one the next. But, there were
some "wh ews /l and mopping of
brows as we backed off, informed the
tower what had been our predica-
ment, and then prepared for a partial
We had been very fortunate that
prior to starting our landing go-
around we only had partial, instead
of full, flap extended. Had more flap
been in use, the resultant rolling
tendency would have been uncon-
trollable. We learned later that the
very same day an identical C-97 Air
Force airplane had crashed during a
somewhat similar training operation,
following a touch-and-go landing
when flaps were retracted from a
fully extended position, causing the
airplane to roll inverted as it lifted
off the runway with one flap full
down. They never had a chance.
A rotating torque tube in the flap
drive system had broken in each
case due to a torque drive support
bearing failure. Also, on early air-
planes the flap operating toggle
switch was designed, following ac-
tuation, to stay in the selected
position of UP or DOWN. A subse-
quent modification changed the
switch to a momentary one, which
would spring return to the OFF posi-
tion if released for any reason. In
our situation this would have been
very helpful, because at the time I
released the switch and got on the
controls to assist the other pilot,
flap movement would have ceased
rather than slowly becoming more
and more split.
I had never done so before, nor
have I since, but Nick and I stopped
for a good stiff drink on the way
VINTAGE AIRPLANE 7
by H.C. Frautschy
The March Mystery Plane stumped
the lot of you. It was the Sumerville
biplane, built in 1912 in Coal City,
Illinois. Mr. Sumerville was a local
businessman with interests in a local
wire rope manufacturing concern
and the electrical power generating
station. He served Coal City as its
mayor, and kept active as an inventor
well into the 1940s. In 1904 he be-
came the owner of the first
automobile in Coal City.
In 1911 and 1912, Somerville cor-
responded with the British journals
Aero and Flight Journal sharing his
ideas concerning the merits of up-
turned wingtips, which he viewed as
being a noteworthy idea to enhance
"I am pleased to state that the ma-
chine showed such wonderful stability
in the air that 'the knockers have all
quit. ' Now the upturned wing tip has
8 JUNE 2000
found friends. The aviator said that
when he banked the machine she would
insist on coming back to an even keel,
and he demonstrated the wonderful
stability of the machine by banking
and letting her come back herself. I
have spent my private fortune and
three years of my time in developing
my ideas. Now I expect to get financial
aid to continue in the game."
- W.E. Somerville, in correspon-
dence with liThe Aero," August,
He tried the idea on a few biplanes
and a monoplane, all of his own de-
sign. Earl Daugherty and E. Korn flew
the airplane, as well as Somerville
As described in Aeronautics, Sep-
tember 1912: liThe stability of the
machine in the air was something of a
revolution to my aeronautical friends
who saw the test. The aviator, Edward
Our Mystery Plane this month
comes from the files of aviation his-
torian and author Pete Bowers, (EAA
317). We'll give you a hint-the pic-
ture was taken in Arrigo Balboni's
famous aircraft junkyard in 1941.
Send your answers to: EAA, Vintage
Airplane, PO Box 3086, Oshkosh, WI
54903-3086. Your answers need to be
in no later than July 25, 2000 for in-
clusion in the September issue of
You can also send your response
via e-mail. Send your answer to vin-
Be sure to include both your name
and address in the body of your note,
and put "(Month) Mystery Plane" in
the subject line.
Korn, explained after he landed that he
was astonished at the flying qualities of
the machine. The machine, on being
banked, would insist on always coming
back to a level keel. There is no question
but that inherent stability is possible
without sacrificing efficiency.
liThe wings spread total 47 ft. There
are five 7-foot sections, the curved wing-
end making up the balance. The spacing
between planes is 5-1/6'.
liThe control system is of the Farman
type. A Hall-Scott 80 h.p. and another
50 h.p. engine designed by Somerville
himselfare being used. "
The control system description is
liThe ailerons offer a resistance on the
high side as well as opening the surface;
nothing is done to the low side in correct-
ing lateral balance. Both the systems A
and B have been tested. The B system is
more efficient but slower in righting ef-
fect. 'With properly designed plane in
combination with upturned wing tips.
Ailerons are not necessary as the ma-
chine will automatically maintain lateral
stability,' says the inventor, 'but we
found that some mechanical system
must be used when getting up, or landing
especially in a side wind, as the upturned
wings act too slow. After the machine is
in the air it will take care of itself later-
ally, with an occasional touch from the
rudder on the high side. "'
One of our regular contributors to
Mystery Plane is away at college, but
he wrote in to acknowledge the pass-
ing of two great folks who have kept
aviation history alive:
What a true loss it is to the aviation
community with the passing of both
Joseph Juptner and Lennart Johnsson.
Both played great roles in keeping our
aviation heritage alive.
Mr. !uptner's A.T.e. volumes are the
bible of any true antiquer. I used to sit
in my room at night reading his books
instead of doing my homework. I was
just fascinated how much work he put
in with each airplane. The stories he
told and his delightful style of writing
made me feel like I was right there in
the era as a spectator.
I know less about Mr. Johnsson, but
his work on www.aerofiles.comis the
best that I have seen on the web. Aero-
files.com, like Juptner's work with the
A. T.e. volumes, has paved a path for
future generations to learn about our
antique heritage on the web.
Spring Valley, Ohio ....
William E. Somerville and
his biplane, powered by
an 80 hp Hall-Scott. It first
flew on August 4, 1912.
1912 Somerville Auto-
One of the pilots of the biplane,
Mr. Earl S. Daugherty.
Somerville in the Coal City electrical power generating station.
Mr. Somerville enjoyed machinery of all types, and was the owner of
the first automobile in Coal City, Illinois.
VINTAGE AIRPLANE 9
Variable Pitch Pro s
By Jim Reddig, as told to Hugh Jones, EAA Chapter 44
llA Chapter 44 in Rochester, New
York had the good fortune to have
Jim Reddig as one of its members.
A veteran of the early days of aviation,
his engineering expertise made him one
of the Golden Age of Aviation's best-
known designers. A shining example of
his work is the classic Fleetwings Seabird
amphibian. Jim was an active member
ofChapter 44, and Hugh Jones and fel-
low members recognized what a treasure
they had in their midst. They did their
best to capture as many ofJim's stories
as possible, and published them in the
Chapter 44 newsletter. From time to
time, we'll share them with you. Jim
passed away in 1994.
In the mid-30s the navy was sup-
porting development of three types
of variable-pitch propeller: the
trolled system, the Curtiss Electric
propeller, and the SMITH propeller
that was operated entirely mechani-
cally. The pilot had a manually
operated control in the cockpit by
which, through mechanism, he could
vary the pitch of his propeller blades.
Early Grumman biplane fighters join-
ing the fleet were equipped with
SMITH propellers. Remember those
pregnant looking fat-bellied airplanes
with retractable landing gear?
And one of these, taking off from
an aircraft carrier out of San Diego
suffered loss of power on launch
and went down into the sea directly
ahead of the oncoming carrier. They
had the good fortune to be able to
get a line to the floating aircraft;
legend leaves some doubt that the
pilot even got his feet wet. The air-
plane was promptly hosed down
with fresh water and, brought
ashore, was soon packaged onto a
railroad car and shipped to the
Naval Aircraft Factory at the
10 JUNE 2000
Philadelphia Navy Yard for clean-
ing, repair and refurbishment,
inspection, flight test and return to
the fleet. This included complete
teardown examination of the
SMITH propeller and re-assembly
with the blades carefully reset to
their proper pitch. The reassembled
airplane was test-flown at Mustin
Field, inspected and signed off for
return to San Diego. While the as-
signed navy ferry pilot had never
flown one of the exciting, new
Grumman fighters, no one seemed
to have felt concern in the matter.
Wa-a-ay off schedule, he stag-
gered into the Great Lakes Naval Air
Training station in Chicago and
plunked the thing down. Everybody
was saying, "Where the hell have
you been,/I etc.
And he says, "Guys, this is the first
Grumman I've ever flown, and if this
is the 'GREAT Grumman' I've been
hearing so much about-it stinks./I
"Well, now, Ensign, what's the
''It won't take off, it won't climb,
it's got no ceiling, it runs hot and it
vibrates like hell./I
Well, obviously, you don't know
how to fly a Grumman, 'cause that's
a great airplane. You stand down and
get the Lieutenant here to take it
onto the West Coast."
So again, way behind schedule,
this Lieutenant makes it on into San
Diego, but he has the look of being
wrung out when he checks in.
And he says, "Guys, that airplane
is all wrong. I have had it checked at
five airfields on the way out here.
TW A mechanics were good enough
to come over and they went over it.
And I've been in and out of it and
there's something definitely wrong.
It stinks! I had to land on the road
and taxi across the Rocky Mountains!
It didn't have enough ceiling to get
They turned to some old aviation
chief there and said, "Go look at the
He's back in 10 minutes, lit up like
a lamp and he says, "Excuse me lieu-
tenant, you said you checked that
"Oh boy, have we checked it!"
"You say TWA checked it, and
American checked it, etc. ...?"
"If I'm not asking too much lieu-
tenant," he says, "will you come out
and look at the airplane with me?"
They go out and the chief says,
"Just look at it."
"Yeah, well ...?/I
He couldn't' see anything wrong.
"Lieutenant, will you please step
over and pull the engine through?"
The minute he put his hands on
the propeller, he lit up! He knew! His
hands were curled over the rounded
leading edge of the propeller!
The SMITH was perhaps the only
propeller in history where you
could get the blades in backwards!
The pitch of the blades had been
set accurately at Philadelphia, on
the big steel surface plates with big
protractors and everything, but
they were 180 degrees around! And
this thing had flown across the
continent with the sharp trailing
edge plowing ahead and the
rounded part on the back.
Of course, in the Navy, every inci-
dent gets written down on a piece of
paper. The form was known as a
Trouble Report. Roy (Grumman) had
t his thing, this Trouble Report say-
ing, "Propeller blades in backwards"
framed and displayed for many years.
His wonderful new airplane had just
crossed the country with the pro-
peller blades on backwards! .....
(Previous Page) There's always a big Swift contingent at Sun 'n Fun, and the 2000 edition of this year's fly-in was no exception.
From the stock edition to the bubble-canopied modifieds, the Swift Club and their members were there to show off their favorite
airplanes. Steve Larmore and his wife Virginia Reidy of Islesboro, Maine pulls in close with his 125 hp 1946 Globe GC-1 B Swift.
Row upon row of beautiful airplanes.
Howard DGA-15s are
always a beautiful sight
during a fly-in. This one
is registered to John
Brausch of Medina, Ohio.
12 JUNE 2000
Gene DeMarco in the
Sopwith Camel "shoots
down" David King in the
Fokker Triplane in the
skies over Lakeland.
Gene, David and the rest
of the gang from the Old
flew before each daily
Can you find your
airplane in this
overhead shot of
From left to right, Dr. Paul
Sensor, friend Bill Ege and
Paul's brother Donn flew
Paul's Stinson 8E Reliant
from Iowa. It was selected
the Reserve Grand
get plenty of atten-
tion, and this one
sure does. Freddy
Vyfvinkel of New
Florida rebuilt and
flies this award-win-
ning example of the
Paul Bartman of Ocala, Florida
brought this very nice 1956
Cessna 182. Former owner Bob
Carpenter says it looks as good
as it did when it was repainted
about ten years ago.
This year's Sun 'n Fun
Champion was a
Ed and Barbara
H.G.Frautschy Steven Smith (left) and his
brother Bill restored th is Sti nson
108-1 (above). Years ago, it used
to belong to the family. Now it's
back home. It was
chosen to be the Best Custom
winner. Bill and Steve hail from
Long Beach, California.
VINTAGE AIRPLANE 15
Max and Rene Davis own
the only flying Stinson
SR-6A, just restored by
Howard and Joyce Kron of
Clara City, Minnesota. It
was chosen to receive the
Antique Best Cabin trophy.
Galen Hutchison of Harrison, Arkansas brought
his Kinner K-S powered Brunner-Winkle Bird BK.
It was first restored by the late Glen Short of
16 JUNE 2000
You don't see too many Champion 402 Lancers on the flight line
(there weren't that many made) so each one is an oddity. This
one belongs to Virgil Rothrock, Jr., Streator, Illinois.
Nicholas Pierce flies this
Monocoupe 90A, serial
number 749. He's from
Th is custom ized
trophy. It's owned
and flown by
Mark and Yvonne
VINTAGE AIRPLANE 17
Sometimes the simplest of color
schemes can be the most
effective. John Patterson's Stinson
10A is living proof that simple can
Pipers were cer-
tainly prolific at
Sun n' Fun, with a
few shiny new
drool over. Joe L.
Christian of Naylor,
Georgia won the
Antique for his
Piper J-3 Cub.
Piper Pacers are one of the darlings of
the short-wing world, and this prime
example flown to Sun n' Fun by Geoff
Newcombe of Vero Beach, FL is very
well maintained. It won one of the
Outstanding In Type-Contemporary
awards at Sun n' Fun.
Bill Tyler's 1958 Cessna 172 has been convert-
ed to a handsome taildragger.
Mark Schaible really
captured the beauty
of the 1935 Waco
YOC owned and
flown by Bob Jaeger
Pennsylvania. It was
picked to receive the
VINTAGE AIRPLANE 19
The International Sport Aviation Museum (ISAM) locat-
ed on the Sun n' Fun grounds are a great place to stop
for a few hours. The museum has many artifacts on dis-
play from their recent acquisition of aviation items from
the Howard Hughes estate. The Hughes XF-11 wind-tun-
nel model in the foreground, just in front of the
Anderson Kingfisher, is part of that collection.
Remember one of the
brightest antique airplane
color schemes, that of the
Cessna Airmaster? Those are
the same shades on Jim
Herpst's Taylorcraft. We'll
bet you can really see this
one in the pattern!
Another very nice restoration was the clipped-wing J-3
Cub owned by David Brown of Rock Hill, South Carolina.
His custom cockpit was tastefully done with standard
20 JUNE 2000
The Piper Comanche is fast becoming one of
the favorites of the Contemporary category.
This one came to us from Texas, flown by Larry
Cheatwood of Fort Worth.
GEE BEE WING
AA ISN 'T JUST A PLACE TO VISIT ONCE A YEAR. THE OTHER 51 WEEKS
OUTSIDE OF AIRVENTURE ARE ALSO A GREAT TIME TO VISIT THE AIRVEN-
TURE MUSEUM. THERE'S PLENTY TO SEE, AND ON A REGULAR BASIS WE'LL
HIGHLIGHT SOME OF THE ARTIFACTS AND DISPLAYS VINTAGE AI RPLANE
ENTHUSIASTS WOULD FIND INTERESTING.
First on our tour is one of the few remaining genuine artifacts from a Gee Bee aircraft. Pictured on
these pages is the right wing from the Gee Bee Model E Sportster first registered as NC-72V. Later it
became NX-72V when the CAA made a regulatory change that moved the airplane to the experimen-
tal category . • This particular Gee Bee was built to order for Mr. Bill Sloan of Rochester, New York,
who had briefly owned and flown the previous Gee Bee E built, NC-46V. As written in Henry Haffke's
"Gee Bee-The Real Story of the Granville Brothers and Their Marvelous Airplanes":
"He had added SO hours to its [NC-46V] log when Zantford Granville contacted him and asked if he
would return the aircraft to the Granville Company. Granny needed a plane to enter in the upcom-
ing Ford Air Tour and didn' t have time to build one. He promised Sloan that he would build him a
new Sportster if he would return NC46V. Bill Sloan later admitted the prospect of having an airplane
built especially for him was most attractive, and was an offer he couldn't refuse, so he returned the
By H. G. Frautschy
22 JUNE 2000
Gee Bee to Granny."
When the new plane was
delivered in August, it would
prove to be the last Model E
built out of four constructed:
NC856Y, SIN 4; NCII044,
SIN 6; NC46V, SIN 7; and
NC72V, SIN 8. (According to
research done by Henry Haf-
fke, the phantom Gee Bee E
referred to as NCll041 never
existed-it was in fact a poorly
Sloan eventually logged
990 hours in his yellow and
blue Model E, (with a grand
total of 1,040 hours in
NC46V and NC72V) flying
aerobatics and racing the air-
plane. As the noose tightened
around the nation's economy during ing his landing. The collision killed the field that had plenty of room,
the Great Depression, cash was tight the husband and wife in the truck, and leave him no other choice but to
even for a wealthy sportsman pilot but the life of Don and the couple's land in a much shorter field. He ran
like Bill Sloan, who sold NC72V to baby were spared. The Gee Bee was into a fence, once again wrecking
Jack Wyman of Philadelphia. later taken back to Springfield, where the Gee Bee. Thankfully, Walters
Wyman sold it to famous air show it was rebuilt. Interestingly, the CAA wasn't hurt, but the Gee Bee was to-
pilot Johnny Crowell, who cam- tag now inside the wing states it was taled.
paigned the airplane from 1934 until built 1-10-34. In 1973, Bill Sweet advised EAA
1936. At that time, it was the last Walters was flying again on the Founder Paul Poberezny that a friend
known flying Gee Bee. airs how circuit when the engine quit of his, Tallie Holland (EAA 9300) of
Crowell traded the Model E to Bill on him while he was practicing aero- Columbus, OH, had the wing of
Sweet and Don Walters, of Bill batics near Indianapolis, Indiana. NC72V in his possession. He was in-
Sweet ' s National Airshow. Walters After setting up an approach to a terested in donating it to the EAA
flew the Gee Bee in the shows until field, he worked to restart the en- museum, and as soon as arrange-
one day at an airshow in Texas, a gine. It came back to life for about a ments could be made, the wing was
truck pulled out onto the field dur- minute, just long enough to clear transported to Hales Corners, Wis-
consin, the original home of the EAA
final color scheme of the airplane was white and red with a medium blue pinstripe. It now rests in the center of the
EAA AirVenture Museum's Air Rac-
ing Gallery, just to the west of Steve
Wittman's Bonzo and tucked under
the left wing of the full size Laird Su-
per Solution replica. Still covered in
the fabric used after the second re-
build, the airplane ' s final color
scheme of white, red and a thin 1/4"
medium blue pinstripe is still visible.
The Gee Bee Model E wing on dis-
play at the EAA AirVenture Museum
in Oshkosh, Wisconsin. ......
Don Walters (left) and Bill Sweet at the Port Columbus, Ohio airport in 1938 with NC72V. The
Another view of the airplane prior to its tenure with Bill Sweet's National Airshow.
For Museum hours and
admission information, please
call 920/426-4818 or point your
web browser to www.eaa.org.
VINTAGE AIRPLANE 23
PASS IT TO BUCK
by E.E. "Buck" Hilbert
EAA #21 VAA #5
P.O. Box 424, Union, IL 60180
LAHSO and other
The recent hullabaloo about the
Landing and Hold Short procedure
has been complicated enough, but
now comes word that there is an
FAA Bulletin dated 03-30-99 that
specifically prohibits accepting this
type of clearance for part 91, (that's
most of us!) without training and
compliance with the intent of this
For those of you with the capabil-
ity to access Bulletin FSGA 99-02
titled General Aviation 14 CFR Parts
91 and 125 Land and Hold Short Op-
erations (LAHSO) under part 2, there
are all kinds of methodologies (FAA
word) and computations and sources
of information to accomplish this
training. It sure gets complicated,
but when it's all condensed and di-
gested it amounts to the authors
trying to impart common sense to
the situation. The factors to consider
before accepting the clearance are
basically the runway length avail-
able, and if the airport (and runway)
is approved for the operation? Are
there guidance cues like runway dis-
tance markers, lighting, signs, etc.?
Did you compute the reqUired land-
ing distance? Have you checked one
of the most important factors; the re-
jected landing procedure and
capability of the aircraft?
It is my opinion, the best course
of action is to refuse any request to
LAHSO by the tower controllers. You
haven't the time, or the resources in
the cockpit, in most cases, when
turning final and receiving a clear-
ance to Land and Hold Short to
24 JUNE 2000
immediately assess the situation and
comply with all the demands out-
lined in this bulletin and be legal.
Specific airport information needs
to be available. The Training criteria
is generic and doesn't cover every
airport, so beware of the pitfall of ac-
cepting the LAHSO Clearance. This is
another case of the FAA regulations
where one section undoes what an-
other section proclaims as the rule.
Every flight, every day, is hazardous
to your certificate. Somewhere,
buried in the mass of regulations,
there is a rule that can hang you.
Another pitfall? I recently read of
a typical Dilbert operation. It was
about an examiner conducting a
flight test. He asked the test-taker to
plan a cross country. The guy said
something like, "No Problem, what
are the coordinates of the destina-
tion?" He then put them into his
GPS and away they went. About fif-
teen or twenty minutes into the
flight the examiner reached over and
turned off the GPS.
You know the rest of the story -
he was not only lost, he busted the
"Storal of the morey?" Use GPS as
a back-up and be aware of where you
are and the progress of the flight at
all times. Have that Flight plan in
hand and do it right!
(Having your finger on the sec-
tional pointing to your current
position is a pretty good crosscheck
Another "HOT" topiC these days
are the runway incursions that seem
to be rather vexing to our Fuzz. Un-
derstandable, because they do cause
some hairs to stand on end, and
rightfully so. This is not just an air-
line airport problem - it involves all
of us and dates right back to Com-
mon Pilot Responsibility. On your
personal "Before Flying Checklist,"
you should have a reminder to ac-
cept the "Responsibility of
Command." The instant you take
control of that aircraft, or any vehi-
cle for that matter, whether a bicycle,
scooter, ATV, boat or whatever, YOU
and YOU ALONE are responsible for
its operation. It becomes a lethal
weapon and can do damage if misdi-
rected and allowed to run loose.
Before you even contemplate op-
erating any vehicle you should have
a plan in mind. When you tighten
that seat belt and before you start the
engine, safe and responsible opera-
tion should be on your mind. Be
ahead of your airplane - way ahead!
Plan your taxi route with your head
on a swivel. Don't rely on a tower
controller to taxi for you. "Progres-
sive taxi clearance, please," are the
words if you are unfamiliar with the
Don't ever ask the controller for
"Instructions." He is NOT an in-
structor. He can issue a clearance to
taxi, etc., but if he starts "instruct-
ing" you, ask for his Instructor Cer-
tificate number. You are in control
of the aircraft, he is in the tower
cab. He is an advisor with the re-
sponsibility of providing traffic
separation. If he issues a clearance
that is confusing or in error, put a
stop to the situation right then and
there. Don't do another thing until
you both have a clear understand-
ing of the situation. The
responsibility of command is still
yours and yours alone. Mistakes will
happen. We are all human and we
all blow it once in a while, but with
two sets of eyes and a little caution
(read "wariness") the risk can be
At dirt fields and uncontrolled
fields, use your head, stay alert and
stay alive. The responsibility is now
entirely yours and the second set of
eyes is lacking, so it's even more
pressing that you maintain the
greatest vigilance. Watch out for the
other guy and the unexpected.
And while we are on the subject
of being mentally prepared - do
you review your options before you
open that throttle? Have you a firm
plan in mind if that engine quit on
takeoff? We recently had the pilot of
a Christen Eagle at a small Restricted
Landing Area near here try to make
it back to the field when his engine
shelled out on takeoff. He is still try-
ing to figure out "what happened"
from his hospital bed, and the Eagle
is a total loss. He ran out of all his
options at the same time. The Eagle
stalled, then cartwheeled into a
plowed field, a hundred feet short
and forty-five degrees to the run-
way. He just wasn't prepared
mentally for the situation. If he had
just reviewed his options and prede-
termined his actions prior to
opening the throttle, maybe the re-
sults wouldn't have been so drastic.
Oh yes, yn the GPS item - Cy
Galley says, "No problem, he just
whipped out his portable GPS and
went right back at it!"
Over to you,
-News from page 2
from home computers varies widely,
so at this time we'd prefer to work
from regular photos. Please don't
write directly on the back of the pho-
tos (the ink often winds up on the
photo next to it in the envelope!).
Just jot down some of the particulars
about the airplane on a sheet of pa-
per or small note and tape it to the
back of the photo. We look forward
to seeing what you've been working
METAL SHAPING AT
EAA and the Vintage Aircraft As-
sociation will again present our metal
shaping forum. Just as in 1999, it
will be in the workshop tent next to
the VAA Headquarters, just east of
the Theater in the Woods. The same
group of highly skilled craftsmen has
been invited to return. Again, you
will see the compound curve in
sheet metal being formed using nu-
merous methods. From the
hollowed out tree stump and Mar-
vin Wahl's Box Elder mallet to the
Pullmax machine, we will be shap-
ing metal. English wheels, kick
stretchers and shrinkers, hammers,
dollies, slappers, spoons, forming
heads, and shot bags will be demon-
strated too. Ever heard of a
"snarling tool?" We will have some.
demonstrations in next month's Vin-
If you have any questions about
our metal shaping activities planned
for AirVenture '99, you can call V AA
Director Steve Nesse during the
evening between 9:00-10:30 p.m.,
If you're a devotee of the deHav-
illand Moth and its brethren, mark
your calendars. Friday July 28,
2000 join them for a deHavilland
Moth Club Dinner at 7:00 p.m.,
The event will be held at The Belle-
vue, located in the Pioneer Resort
and Marina, 1000 Pioneer Drive,
Oshkosh, overlooking Lake Win-
nebago. All worldwide deHavilland
and Moth fanciers are welcome.
Their private room will feature a
cash bar along with a special seafood
menu, a Friday night tradition in
Wisconsin. Don't forget Friday's
Moth Forum during AirVenture.
Send your RSVP by July 15 to:
Steve Betzler, email: stevebtz@
cedar.net or FAX: 262-538-0715.
In last month's issue, the artwork
showing control stick placement
while taxiing with a quartering tail
wind was incorrect. Here's how it
should look: .....
Remember this is hands-on - r-- - - - - L-PLACEM-ENTOURIN-GT- - - --' CONTRO - - - - - - - - - - -AXnNG
don't just stand there and watch,
try it yourself.
Our invited craftsmen will pre-
sent a variety of projects from
continuous video presentations
to the construction of various air-
craft related components, along
Quartering Right Quartering Left
with the methods of creating
quick (minutes, not days) syn-
thetic gypsum molds, along with Quartering Right Quartering Left
methods on production tooling
in epoxy tooling foam, all meth-
ods, materials and techniques
used in the prototype and one-
off production of glass, epoxy
FRP, aluminum and steel tooling.
We'll have a listing of the various
presentations and hands-on
VINTAGE AIRPLANE 25
PROPEL YOUR PROSE
ONTO THE PAGES OF
• Want to be famous?
• Want to see your plane or pearls of wisdom in print?
WRITE AN ARTICLE FOR
We're always looking for technical articles and photos
ofyour latest restoration. We can't offer you money,
but we can make you a hero among your fellow
Vintage Aircraft enthusiasts.
Send your submissions to:
Editor, Vintage Airplane,
P.O. Box 3086,
Oshkosh, WI 54904
For pointers on format and content , feel free to call
920/426-4825, or E-mail at: firstname.lastname@example.org
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Custom quality at economical prices_
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Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
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THE PILOT'S SUPERSTORE
Jeppesen Flightcom ASA David Clark Cencal - Pilot Avionics
The following list ofcoming events is fur-
nished to our readers as a matter of
information only and does not constitute ap-
proval, sponsorship, involvement, control or
direction ofany event (fly-in, seminars, fly
market, etc.) listed. Please send the informa-
tion to EAA, Au: Vintage Airplane, P. o. Box
3086, Oshkosh, WI 54903-3086. Informa-
tion should be received four months prior to
the event date.
EAA Regional Fly-Ins shown in bold.
JUNE 10-11 - SUGAR GROVE, LL - Aurora Mu-
nicipal Airport. EAA Chapter 579 co-hosts 16th
annual Fly-In and Open House. Breakfast and
Lunch on field, pilots with a full airplane eat free
breakfast. Info: Alan Shackleton, 630/466.4579.
JUNE 10-1 I -PETERSBURG, VA - Petersbllrg-Din-
widdie Airport. Virgil,ia State EAA Fly-ll,. 11,fo:
JUNE 10-11 -ALLIANCE, OH -Alliance-Barbel'
Airport (2D1). Military Vehicle Show and Fly-in.
Food all day. Info: Forrest Barber 330/823-1168
JUNE 15 - 18 - ST. LOUIS, MO -American Waco
Club Fly-In, Creve Coeur Airport. Contacts: Phil
Coulson, 616/624-6490 or Jerry Brown, 317/535-
JUNE 15-18-MIDDLETOWN, OH- HookField,
10th National Aeronca Convention. Fri. steakjiy,
Sat. Banquet, camping, Aeroncafactory tours
(most likely the last tours ever!) Info: Jim Thomp-
son, PO Box 102, Roberts, lL 60962-0102.
JUNE 17-COOPERSTOWN, NY-(K23) Old Airplane
Fly-In and Breakfast. 7: 30 a.m.-Noon. Info:
JUNE 17-KOKOMO, IN-Kokomo Municipal Airport
(OKK). EAA/AFA Fly-In/Drive-In all you can eat
breakfast. 7-11 a.m., also FAA Wings Safety pro-
JUNE 17-COOPERSTOWN, NY
Cooperstown/Westville Airport (K-23). Old Air-
plane Fly-In and breakfast, EAA Chapter 1070.
7:30-Noon Info: 607/547-2526.
J UNE 18 - SOMERSET, PA - County Airport
(2G9) Somerset Aero Club 58th annual Fly-In
breakfast. 8 a.m. - Noon, Chicken BBQ Noon-2
JUNE 24 - PROSSER, WA - WAA Chapter 391
Fly-In breakfast. 509/735-1664.
JUNE 24-25 - WALWORTH, WI - Bigfoot Fi eld
(7V3). Pancake breakfast/brunch. Rides and dis-
plays of vintage aircraft. warbirds and
experimentals. 7 a.m.-I p.m. Info: Info: 815/385-
JUNE 24 - GRANSONVlLLE, MD - 4th annual Tal-
isman Field picnic and Fly-in. Grill items and
drinks provided - bring a salad, covered dish or
dessert. Bring the spouses and children. Info: con-
tact Art Klldner, 410-827-7154 or
JUNE 24-25-LONGMONT, COLORADO-EAA
Rocky Mountain Regional Fly-In " ,fo: 303/442-
5002 or www.greeleynet.colII/eaaregional
JUNE 25 - NILES, MI - Jeny Tyler Memorial Air-
port. EAA Chapter 865 Pancake Breakfast. 7
a.m.-1 p.m. Info: Ralph Ballard, 616/684-0972 or
Jim Van Hulle. 219/271-8533.
JULY 4-MT. MORRIS, IL-(C55) Ogle County Pilot's
Assoc. and EAA Chapter 682 Fly-In breakfast. 7-11
a.m. Info: Glen Orr 815/732-7268 or airport at
JULY 5-9 - ARLINGTON, WA - No rthwest EAA
Fly-ln. " r!o: 360/435-5857or www./IIveaa. org
JULY 7-8 LOMPOC, CA - Lompoc Ailport. 16th An-
nual West Coast Piper Cub Fly-In. Info: Bruce
JULY 7-9 - ALLIANCE, OH - Alliance-Barber
Ai/port (2DI). 28th Annual Taylorcraft Owners
Club Fly-In and Old Timer 's Rermion. Displays,fo-
ntms, workshops, Sat. evening program.
Sat. and SlIn. served by EAA Chapter 82. Info:
Brll ce Bixler. 330/823-9748, Forrest Barber
330/823-1168 or Wlvw.taylorcraji.org
JULY 15-COOPERSTOWN, NY-(K23) Old Airplane
Fly- III and breakfast. 7:30 a.m .-Noon. Info:
JUL Y 15-DEKALB, LL-DeKalb Muni. Airport. DTMA
Transportation Expo 2000. 1Ia.m.-4p.m. Hosted by
the city ofDeKalb, R&M Aviation, EAA Chapter
241 and the Chamber ofComm. Free admission
JULY 26 - AUGUST 1 - OSHKOSH, WI -EAA
AirVentll re 2000. Info: EAA HQ, 920-426-4800,
or wWlV.eaa.org and www.fly-in.org
JULY 26 - AUGUST 1 - OSHKOSH, WI - EAA Con-
vention/AirVenture Fly-In. Visit the American
Navion Society in the type club tent in the Vintage
area south ofthe Red Barn. Allend annual Navion
dinner and Navionfol1lm. Info: 970/245-7459.
JULY 28 - OSHKOSH, WI - Stinson Lunch at
Oshkosh. Meet at 11:30 a.m. behind Theater In the
Woods for a free blls ride to Golf Central restall-
rant. Pay on your own there. Sign up at the Type
Clllb tent or call: Suzette Selig, 630/904-6964.
AUGUST 5-ELLSWORTH, KS-(9K7). EAA Chapter
1127 Fly-In and Cowtown Days Festival.
Info: Dale Weinhold, 785/472-4309.
AUGUST 6 - QUEEN CITY, MO - 13th annual Fly-
In at Applegate Airport. Info: 660/766-2644.
AUGUST 12 - CA DILLAC, MI - EAA Chapter 678
Fly- In Breakfast, 0730 - 1100, Wexford County
Airport (CAD). Info: Jim Shadoan, 231/779-8113.
AUGUST 13-18 - SANTA MA RlA, CA - American
Navion Society National Convention. Info:
AUGUST 19 - KALAMAZOO, MI - Newman's
Field (4NO). Fly-In LlInch donation or Dish to
pass. Info: 616/375-0208 or 375-069/.
AUGUST 19-COOPERSTOWN, NY-(K23) Old Air-
plane Fly-In and breakfast. 7:30 a.m.-Noon. Info:
AUGUST 19-5PEARFISH, SD-Clyde lee Field. 17th
Annual EAA Chapter 806 Fly-In. Info: Bob Golay,
605/642-2311 (evenings) or c2Igolay@mato. com
AUGUST 20 - BROOKFIELD, Wl - Capitol Airport.
17th Annual Vintage Aircraft display and Ice
Cream Social. Noon - 5 p.m. Midwest Antique Air-
plane Club monthly meeting, and model aircraft
will also be on display. Fun for the entire family.
Info: Capitol Airport, 4141781-8/32 or George
Meade,Fly-in Chairman, 414/962-2428.
AUGUS T 25-27 - MATTOON, IL - 4rd Annual
MTO Luscombe Fly-In. Luscombe jlldging and
awards, forums and banquet. $50 cash to Lus-
combe that flies thefartestto allend. Contacts:
Jerry Cox, 2171234-8720 or Shannon Yoakim ,
SEPTEMBER 1-3-PROSSER, WA-17th Annllal EAA
Chapter 39/ Labor Day Fly-In. Info: 509/ 735-
SEPTEMB ER 3 - MONDOVI, WI - Fly- In, Log
Cabin Airport, Douglas J. Ward, SI49 Segerstrom
Rd., Mondovi, Wl54755-7855, 715/287-4205.
SEPTEMBER 2-MARION, IN -(MZZ) 10th annual
Fly/In Cmise/ln Pancake breakfast. Antiqlle, Clas-
sic, Homebllilt, Ultralight and Warbird Aircraft as
well as all types ofclassic vehicles. Info: Ray L.
SEPTEMBER 3-WA YNESVILL E, OH-Red Stewart
Airport (401) 8th Annual EAA Chapter 284 Tail-
dragger Fly-In and breakfast (7a.m.-I1a.m.). Info:
Steve Hanshew, 937/780-6343.
SEPTEMBER 4-10-GALESBURG, IL 29th National
Stearman Fly-In. Info: John Lohmar, 314/283-7278
SEPTEMBER 8-10 - SACRAMENTO, CA - Golden
West EAA Regional Fly-ln. Info: 530/677-4503 or
SEPTEMBER 9-MUSCLE SHOALS, AL-(MSL) 3rd
Anlllla/ EAA Chapter 615 Cotton State Fly-In. Info:
Eric Faires, 256/768-0685, email@example.com
SEPTEMBER 9-10-SHIRLEY, NY-Brookhaven Cal-
abro airport. 37th Annual Anlique Airplane Club of
Greater New York Fly-ln. Rain date 9/16-17. Info:
Roy Kiesel; 63 I/589-03 74.
SEPTEMBER 9-10-STEUBENVILLE, OH-Jefferson
County Airpark (2G2). Airshow 2000 hosted by
EAA Chapter 859. Info: W. Van Nuys, 740/282-
7221 or firstname.lastname@example.org
SEPTEMBER 10-MT. MORRIS, IL-(C55) Ogle
COllnty Pilot's Assoc. and EAA Chapter 682 Fly-In
breakfast. 7-Noon. lnfo: Glen Orr, 8151732-7268
or airport at 815/734-6136.
SEPTEMBER 10-BURLINGTON, WI-(C52). Pan-
cake breakfast. Hamburger IlInch. 7a.m.-3:30 p.m.
SEPTEMBER J5-17-WATERTOWN, Wl-(RNV) 16th
Annual Byron Smith Memorial Stinson Reunion.
Info: Suezette Selig, 630/904-6964.
SEPTEMBER 16-17-ROCK FA LLS, IL-Whiteside
County Airport (SQ1). North Central EAA "Old
fashioned" Fly-In. Sun. morning pancake break-
fast.lnfo: 630/543-6743 oreaaIOI@aol.com
SEPTEMBER 22-23-BARTLESVILLE, OK-Frank
Phillips Field. 43rd Annllal Tulsa Regional Fly-In.
Info: Charlie Harris, 918/622-8400.
SEPTEMBER 22-23-ASHEBORO, NC-EAA Chapter
11 76 Aerofest 2000 at Smith Airfield. Oldfash-
ioned grass field fly-in and pig pickin '. Unicom
122.9. Info: Jeff Smith, 336/879-2830.
SEPTEMBER 30-HANOVER, IN-Lee 801l0m Airport
(641). Wood, Fabric alld Tailwheels Fly-In. Rain
date 10/ 1, starts al10 a.m. Info: Rich Davidson,
VINTAGE AIRPLANE 27
Something to buy,
sell or trade?
An inexpensive ad in the Vintage Trader may be
just the answer to obtaining that elusive part.
. 50¢ per word, $8.00 minimum charge. Send your
ad and payment to: Vintage Trader, EM Avia-
tion Center, P.O. Box 3086, Oshkosh, WI
54903-3086, orfax your ad and your credit card
number to 920/426-4828. Ads must be received
by the 20th ofthe month for insertion in the issue
the second month f ollowing (e.g., October 20th
for the December issue.)
BABBITT BEARING SERVICE - rod bearings, main
bearings, camshaft bearings, master rods, valves.
Call us Toll Free 1/800/ 233-6934, e-mail
email@example.com Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST. , SPOKANE, WA 99202.
Stinson Parts Wanted. Need copilot brake
pedal setup (complete or parts) for 108-2 restora-
tion project. Bart (208) 367-9328, e-mail: olivia@
WOOD AIRCRAFT BUILDERS/RESTORERS. Send
$34.00 for "REPAIR OF WOOD AIRCRAFT STRUC-
TURES." Large, 90 page reproduction of early illus-
trated manual. JOHN ROBY, 3703V, Nassau, San
Diego, CA 92115. Established 1960.
AIRCRAFT YEARBOOK 3-VIEW DRAWINGS 1903-
1946. 936 3-views! 276 pages. 8? " x 11 ", sfbd.
$39 check or money order (Foreign $43). John Mc
Donald, PO Box 23V, Windom, KS 67491.
AIRCRAFT LINEN - Imported. Fabric tapes. For a
18" by 18" sample, send $10.00. Contact for price
list. WW I Aviation Originals, Ltd., 18 Joumey' s End,
Mendon, VT 05701 USA. Tel: 802/786-0705, Fax:
802/786-2129. E-mail: Wwlavorig@AOL.com
For Sale - Custom made in USA, 48" all aluminum
profile weathervanes of, and painted like, your air-
craft. For info send SASE to Warbird Classics, P. O.
Box 88, Billings, MT 59103, call 406/254-7573, or
email : firstname.lastname@example.org . or find us at max-
pages.com/ warbirdclassx See us at Oshkosh by
Replica Fighters Association area by Warbirds.
WANTED: Continental A50-3 complete for muse-
um rebuild. Smith, 204 W. Lockport St .,
Plainfield, IL 60544, 815/ 436-5917. Emai l :
For Sale - 1919 A.B.C. Scorpion flat twin light
aero/automobile engine. Manufactured in England,
at Sopwith factory. Kinston upon Thames, London.
Would suit replica veteran aircraft. Sensible offers
only please, call Viv on +44(0)1805 624823 (Devon
England) or Email: Vbeel30873.aol.com
28 JUNE 2000
The St aggerwing Museum Foundation, Inc. & The Twin Beech 18 Society is proudly sponsors the:
Annual Travel Air. staggerwing.
Twin Beech 18 Convention
Tullahoma, TN Regional Airport
Witness the History of the Beech Aircraft Company I
The on-site museum has the foll owi ng aircraf t: SIN 1 Travel Air (1924), The Thompson Trophy
Travel Air Air Mystery Shi p (1929), SIN 1 St aggerwing (1932) plus an example of every model
Staggerwing built rB" t hrough "G") Twin Beech 18 (1 937, 3rd oldest ); D18s and C45
Call Cindy at (931) 455-8463 (Sam - 2pm, Mon .. FriJ
or fax at (931) 455-2577
or write: Staggerwing Museum, P.O. Box 550, Tull ahoma, TN 37388
RESTORE THE PLANE OF
June 24- 25, 2000
• Fabric Covering
• Basic Sheet Metal
• Electrical Systems
• Engine Installation
• Basic Gas Welding
EAA MEMBERS $249-$279 NON·MEMBERS $274-$299
"Under EAA's leadershjp
these workshops are
better than ever,"
Call or log·on for our complete workshop calendar
A i r cra ft C o a ting s
"Proud Sponsors of EAA SportAir Workshops"
Murray Horton....... .............. .
· ....... Yarmouth County, NS, Canada
Robert Bondy .......... ........ .... .
· .............. Windsor, ONT, Canada
Kenneth Ross Gunby ........ ........ .
· ..... .......... Carlisle, ONT, Canada
jean Paul Batardy ................... .
· .............. Escau Doeuvres, France
Alois Drexler. ...................... .
· .............. Wackersdorf, Germany
Stefan Volz ...... ... ... ... ......... .
· . ... .... . Bad Koenigshofen, Germany
Giuseppe Braga .......... Bologna, Italy
Tatsui Kamijikkoku ........ Kyoto, japan
Andrew Vincent .................... .
· .............. Rolleston, New Zealand
Francisco Villa ..................... .
· ............ Rivas-Vaciamadrid, Spain
john K. Emmons ................... .
· ................. Eglisau, Switzerland
joseph D. Dolce .... ... Birmingham, AL
Dale Morgan .............. Mccalla, AL
john Flyul11 ............ Springdale, AR
Bary L. Gills .............. Gurdon, AR
Porter F. Schultz ............. Bouse, AZ
Robert Altieri .......... Healdsburg, CA
Roger D. Farnes .......... Riverside, CA
jim Hays ................ Alameda, CA
james Long ............ San Marcos, CA
Bruce A. McElhoe .......... Reedley, CA
George Parry ............. Ventura, CA
joseph Ruh .......... Playa Del Rey, CA
Leonard Sokolowski ................. .
· .. .. ...... .. ... ... . Pacific Grove, CA
Stephen A. Woldin ..... Santa Paula, CA
Chrisj . Woods ............ Tiburon, CA
Paul C. Andes ............ Littleton, CO
Michael L. Kaessner ..... Longmont, CO
Robert A. McKown.. ......... . Vail, CO
David W. Olson .... Grand junction, CO
Danny R. Wine ............ Denver, CO
Edward Charles Monoski ...... Kent, CT
Chris H. Becker . ...... . Panama City, FL
Mike E. Branand .......... Ft. Pierce, FL
Frank T. Cvelbar ...... Port Charlotte, FL
L. Bar Eisenhauer ......... .. ....... . .
· ................... Winter Haven, FL
Frederick F. Evans ... ..... ... Naples, FL
Richard R. Hodge, jr. . ....... ...... .. .
· ................... Ft. Lauderdale, FL
Stephen M. Huse ...... Longboat Key, FL
Greg A. Leaf ............ Hawthorne, FL
julian B. MacQueen ................. .
· ..................... Gulf Breeze, FL
Daniel Melnik .......... Melbourne, FL
jim Quigley .... ...... .... . . Naples, FL
Steve Whittenberger ........ .. ...... .
· . ......... .. .. . .. . Daytona Beach, FL
Robert A Wiederhold ................ .
... . . ....... .. ... . Pembroke Pines, FL
Dave Benjamin .. Lookout Mountain, GA
Lloyd Blackwell ..... . ..... Marietta, GA
Robert j. Collins, Sr. ........ Boston, GA
Eric L. Hendrix ............. jasper, GA
Douglas S. Lambert ................. .
................... Lawrenceville, GA
Donald E. Lumsden ....... Morrow, GA
Robert G. Ridgeway ....... Marietta, GA
Mark Steele .............. Valdosta, GA
joe Morano ............... Eastport, ID
Thor Farrow ............ Lake Zurich, IL
Gregg W. Pearson ........ Waukegan, IL
Frederick L. Conley....... ValparaiSO, IN
Glen H. Sherretz ......... Evansville, IN
Steve Briggs ....... . ... Lake Charles, LA
joseph Griffin ......... E. Falmouth, MA
Wm Mahlon Entler ...... Baltimore, MD
Vincent]. jordan ........ Cristfield, MD
Roy C. Kronquist ........ Marquette, MI
Richard R. Reichenbach .. ...... ... ... .
· ....................... Bay City, MI
Dennis Schwecke ......... Highland, MI
Mark A. Marino ..... ...... Duluth, MN
Scott Smith ............... jordan, MN
Terry L. Harlow .......... Kearney, MO
Walter E. Bell ..... . . ... .. . Forsyth, MT
Dave Austin .. . ........ Mooresville, NC
james Russell Mabe ........... ...... .
................... Walnut Cove, NC
Ronald L. Normark......... Raleigh, NC
Sherill Woods ...... . . . .... Brevard, NC
Miles H. Dunn ... ..... Portsmouth, NH
F. S. Gilbert .......... Somersworth, NH
james R. Stow ............ Surf City, Nj
Norman L. Rowland ................ .
.. ... ... . ........ ..... . Las Vegas, NY
George M. Alliegro ... . ..... . Orient, NY
Dennis Hitchcock ....... Maplecrest, NY
Ted W. Zabinski ......... Altamont, NY
jon David Brausch ...... Avon Lake, OH
Don Fricke ............... Dayton, OH
Gail E. Townsend .......... Lowell, OH
Dwight Reynolds ................... .
..... ...... ..... .. Oklahoma City, OK
Edward Mason ........... Portland, OR
Robert B. Mercatoris ...... Meadville, PA
B. Richard Monroe .... ..... Landale, PA
jim Noonan ....... Fort Washington, PA
[van B. Armstrong ........ Anderson, SC
Benjamin Dubois ...... Goose Creek, SC
David M. Curtis ......... Millington, TN
Donald H. Litton........ Millington, TN
Ralph Mallicoat, jr. . ....... Lebanon, TN
james Bromstead ............ Allen, TX
Louis W. Hastings ... .... ... Boerne, TX
jim Wilson ................. Allen, TX
Owen Eugene Yarbrough ..... Euless, TX
William G. Reinecke ........ Reston, VA
Bruce Troxell ........... Alexandria, VA
Ralph K. Williamson, jr. .... ... ...... .
........... . . . ........ Edmonds, W A
Leigh H. Ullman ................... .
................. Port Washington, WI
VINTAGE AIRPLANE 29
Northwest Experimental Aircraft Association Fly-In
The West's Premier EAA Event
.JULY 5 - 9
......._11'......._ · ANiI'JQlJl S •
• HELICOPJiEB' • WIBIIBDS
• Aircraft fly-bys &Airshow everyday
• Exhibits - Forums - Fly Market
• Aircraft Judging & Awards
• Family Activities - Camping
• Outdoor Runway Theater each evening
• Hot Air Balloon Rally
• Homebuilders Workshop
FOR MORE INFORMATION CALL:
e-mail: email@example.com www.nweaa.org
4700 188th St. NE, Arlington, WA 98223
Sponsored in part by agrant from the Snohomish Hotel Motel Tax Fund
SNOHOM I SH
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Far from ordinary. ...
like having an instructor right there with you.
And if you'd like some hands-on coaching,
Don't be afraid to tackle that fabric
try one of our workshops. There's also a
covered project. Learn how much
step-by-step video, a kit for practicing with fun it really is. Call Poly-Fiber and
Poly-Fiber, and a website full of information.
let's get started!
Of if you're planning to
actually it, the easiest way
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Poly-Fiber? Because for
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aircraft restoration firm,
Virginia Aviation Co.,
American Airlines pilot -
1965 to 1997
Ken and Beverly Hyde with Cliff Robertson * during the filming of EAA's "Young Eagles. "
The Wright Experiment
member of the
"Whether it is flying the Jenny to
Oshkosh with Charlie Kulp or filming
EAA's "Young Eagles" with Cliff
Robertson, AUA has always been there
for us. Thanks AUA!"
- Ken & Beverly Hyde
* The above photograph does not represent on
endorsement by Cliff Robertson of AUA, Inc.
The best is affordable.
Give AUA a call - it's FREE!
Fly with the pros... f1y with AUA Inc.
AUA's Exclusive EAA
Vintage Aircraft Assoc.
lower liability and hull premiums
Medical payments included
Fleet discounts for multiple aircraft
carryin all risk coverages
No hand-pro ping exclusion
No age pen , Ity
No compon nt parts endorsements
Discounts for claim-free renewals
carryin all risk coverages
We're SeHer Togetherf
AVtATION UNLIMITED AGENCY
Enjoy the many benefits ofBAA and the
Esple 'Butch' Joyce George Daubner
P.O. Bex 35584 2448 Lough Lane
Greensboro. NC 27425 Hartford. WI 53027
Charles W. Harris
7215 East 46th St.
2009 Highland Ave.
Tulsa. OK 74145
Albert Lee. MN 56007
Robert C. "Bob" Brauer Sfeve Krog
9345 S. Hoyne 1002 Heather Ln.
Chicago. IL 60620 Hartford. WI 53027
firstname.lastname@example.org a-mail: email@example.com
John Berendt Robert D. "Bob' Lumley
7645 Echo Point Rd. 1265 Sooth 124th 51.
Cannon Falis. MN 55009 Brookfield. WI 53005
John S. Copeland firstname.lastname@example.org
1 A Deacon Street
NorthbOrough. MA 01532 Gene Morris
508/393-4775 5936 Steve Court
e-moU: Roanoke. TX 76262
copeland l @juno.com 817/491-9110
28415 Springbrook Dr. Dean Richardson
Lawton. MI 49065 6701 Colony Dr.
616/624-6490 Madison. WI 53717
Roger Gomoll email@example.com
Rochester. MN 55904
1521 E. MacGregor Dr.
New Haven. IN 46774
7724 Shody Hill Dr.
Indianapolis. IN 46278
S.H. "Wes" Schmid
317/293-4430 2359 Lefeber Avenue
WCNWat=. WI 53213
Joonnie Hill 414/771-1545
Dale A. Guslafson
P.O. Bex328 firstname.lastname@example.org
Harvard. IL 60033
BAA Vintage Aircraft Association
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://www.eaa.organd http://www.airuenture.org E-Mail: vintage @eaa.org
EAA and Division Membership Services
800-843-3612 .••••••••..•. FAX 920-426-6761
(8:00 AM -7:00 PM Monday- Friday CST)
• Newlrenew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
• Address changes
• Merchandise sales
• Gift memberships
Programs and Activities
EAA AirVenture Fax-On-Demand Directory
Auto Fuel STCs .. .. ............ 920-426-4843
Buildlrestore information ...... 920-426-4821
Chapters: locating/organi zing .. 920-426-4876
• EAA Air Academy
• EAA Scholarships
• EAA Young Eagl es Camps
Flight Advisors information . .. .. 920-426-6522
Flight Instructor information . .. 920-426-6801
Flying Start Program ••••••••••• 920-426-6847
Library ServicesiResearch ...... 920-426-4848
Medical Questions ... .......... 920-426-4821
Technical Counsel ors .......... 920-426-4821
Young Eagles ................ .. 920-426-4831
Aircraft Financing (Textron) ..... 800-851-1367
AUA . ... .. . . .................. 800-727-3823
AVEMCO ... . . ... .. . . ......... 800-638-8440
Term Life and Accidental ....... 800-241-6103
Death Insurance (Harvey Watt & Company)
Submitting article/photo; advertising information
920-426-4825 ....••.••.••. FAX 920-426-4828
EAA Aviation Foundation
Artifact Donations ............. 920-426-4877
Financi al Support ............. 800-236-1025
available for $50 per year (SPORT AVIATION mag-
Membership in the Experimental Aircraft Association,
azine not included) . (Add $10 for Foreign
Inc. is $40 for one year, including 12 issues of SPORT
AVIATION. Family membership is available for an addi-
tional $10 annually. Junior Membership (under 19
years of age) is available at $23 annually. All major
Current EM members may join the EM Warbirds of
credit cards accepted for membership. (Add $16 for
America Division and receive WARBIRDS magazine
for an additional $35 per year.
EM Membership, WARBIRDS magazine and one
year membership in the Warbirds Division
VINTAGE AIRCRAFT ASSOCIATION
is available for $45 per year (SPORT AVIATION
Current EM members may join the Vintage Aircraft
magazine not included). (Add $7 for Foreign
Associaton and receive VINTAGE AIRPLANE maga-
zine for an additional $27 per year.
EM Membership, VINTAGE AIRPLANE mag-azine
and one year membership in the EM Vintage Air-
Current EAA members may receive EAA
craft Association is available for $37 per year
EXPERIMENTER magazine for an additional $20
(SPORT AVIATION magazine not included). (Add
$7 for Foreign Postage.)
EM Membership and EM EXPERIMENTER mag-
azine is available for $30 per year (SPORT
lAC AVIATION magazine not inciuded).(Add $8 for For-
Current EM members may join the International eign Postage.)
Aerobatic Club, Inc. Division and receive SPORT
AEROBATICS magazine for an additional $40 FOREIGN MEMBERSHIPS
per year. Please submit your remittance with a check or
EM Membership, SPORT AEROBATICS magazine draft drawn on a United States bank payable in
and,.one year membership in the lAC Division is United States dollars. Add required Foreign
Postage amount for each membership.
Gene Chase E.E. "Buck" Hilbert
2159 Carlton Rd. P.O. Bex424
Oshkosh. WI 54904
Union. IL 60180
David Bennett Alan Shackleton
11741 Wolf Rd. P.O. Bex656
Grass Valiey. CA 95949 Sugar Grove. IL 60554-0656
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyright ©2000 by the EM \Antage Aircraft Association
All rights reserved.
VINTAGE AIRPLANE (lSSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM \Antage Aircraft Association of the Experimental Aircraft Associalion and is published monlhly al EM Aviation Center. 3000
Poberezny Rd.. P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Antique/Classic Division. Inc..
P. O. Box 3086. Oshkosh. WIS4903-3086. FOREIGN AND APO ADDRESSES - Please allow at ieast two months tor delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - \Antage Aircraft
Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can
be laken.EDrrORlAl POLICY: Readers are encouraged to submil Siories and photographs. Policy opinions expressed in ariK:les are s<>eIy those of the authors. Responsit>liIy for accuracy in reporting resls entirely with the contribut()(. No
renumeralion made. Material should be sent to: Ed"()(. VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. WI 54903-3088. Phone 920/426-4800.
The words EAA, ULTRALIGHT, FLY WtTH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM EAA tNTERNATIONAl CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA-
TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarl<s. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirVentur. are Irade-
marks of the above associations and their use by any person other than the above association is strictly prohibited.
32 MAY 2000