VOL. 29, No.

10 OCTOBER 2001
2 VAA NEWS/ H.G. Frautschy
5 MYSTERY PLANE/H.G. Frautschy
21 PASS IT TO BUCK/Buck Hilbert
Edltor-In-Chlef scon SPANGLER
Exea,tive Director, Editor HENRY G. FRAUTSCHY
VAA Administrative Assistant THERESA BOOKS
Exerutive Editor MIKE DIFRISCO
Contributitlg Editors JOHN UNDERWOOD
Grap'''c Designer OLIVIA L. PHILLIP
Photograp"Y Staff JIM KOEPNICK
Advertising/Editorial Assistant ISABELLE WISKE
here's so much to say, and so few ways to say
it. The events of September 11 will burn in
our hearts for the rest of our lives, and they
will be remembered by future generations in the
same way Pearl Harbor, Gettysburg, and the Battle of
Britain have been etched in the national conscious-
ness. The human toll is unimaginable. I've worked
with high steel structures for more
than 30 years, and when I saw the
first tower fall and then the other,
I knew all too well how high the
cost would be. My prayers and
thoughts go out to all who have
suffered because of this evil deed,
and I know that in the long run
those who perpetrated this un-
conscionable act will not profit
from it. The United States and its
great citizens have a big job to
complete, and I hope that every-
one will stay the course.
Being involved in the aviation
insurance business, my wife,
Norma, has heard a number of in-
teresting stories about the
immediate grounding of our na-
tion's aircraft. Many of our
members were grounded miles
. . . I KNEW 
away from home and had to leave their airplanes
right where they parked. Overall, the vast majority
of pilots have been very understanding about the
reasons and the effects on their personal lives. Many
have also had to deal with the loss of income due to
the inability to fly VFR for more than a week, and as
I write this more than 600 airports are still unable to
resume normal VFR operations, since they fall
within the "enhanced Class B" airspace. VFR pilots
can't go to their field to buy gas, to depart to other
airports where they can stop for a visit or a bite to
eat, or even to conduct business. Even if these re-
strictions are lifted soon, the ramifications of this
will be felt for years to come.
EAA and VAA are hard at work each day, as they
do their absolute best to ensure that federal authori-
ties are aware of the situation in general aviation.
EAA President Tom
Poberezny's testi-
mony before the
aviation subcom-
mittee highlighted
the fact that even members of Congress are frus-
trated by the apparent lack of communication back
to them from the NSA and De-
partment of Defense regarding the
reasons for the continued shut-
down of VFR flight in the
enhanced Class B airspace.
Over the years it has seemed to
me that EAA has been so busy
working closely with the FAA that
at times it didn't really "toot its
own horn" about those actions.
I'm here to tell you that EAA mem-
bers are very fortunate to have an
EAA staff working as constructively
as it does with the FAA. When the
world of aviation came to a stand-
still, some of the first phone calls
made in the aftermath were be-
tween EAA and the highest levels
of the FAA, including repeated
conversations Tom Poberezny had
with the administrator of the FAA,
Jane Garvey. Mrs. Garvey actively sought EAA's input
on many of the issues at hand. We may not have al-
ways liked the answers we got (neither did the FAA, as
we understand it), but we were talking, and that was
the direct result of regular communication and trust
at the highest levels of EAA and FAA.
Naysayers amongst us have written in other publi-
cations that, "We'll never again see the freedom to fly
that we have enjoyed in the past .... " I don't agree.
In Tom's special message on page 4, he writes,
"We will not surrender all that aviation has achieved
over the past 97 years because of the terrorist actions
of a few individuals." We here at the VAA second
that motion. We'll do everything we can to make
certain that President Bush's assertion that we will
not surrender our freedom is taken quite literally,
and that we will again enjoy the sky. .....
FRONT COVER: When  have  you 
ever seen  four  Spartan  Executives 
together in  the  air  at the  same 
time? From  right to  left,  NC17665, 
Tom  Horne,  Savannah,  Georgia; 
NC17616,  Ken  and  Lorraine  Morris, 
Poplar Grove,  Illinois;  NC34SE,  Ben 
Runyan,  Vancouver,  Washington; 
and  NC17667,  Kent  and  Sandy 
Blankenburg,  Groveland,  California. 
EAA  photo by  LeeAnn  Abrams,  shot 
with  a Canon  EOSln equipped  with 
an  80-200 mm  lens on  100 ASA  Fuji 
slide film.  EAA  Cessna  210  photo 
plane flown  by Bruce  Moore. 
BACK COVER: Cliff Amrhein,  Harri-
son,  Michigan,  was  trained  as  a 
U.S.  Navy  photographer and  a pro-
fessional  architectural  model 
builder.  While  in  the  Navy,  he  would 
travel  to southern  California  air-
ports,  including  Los  Angeles 
International, to  photograph  air-
planes,  something he's done for 
most of his  life.  In  the  mid-1950s, 
the  Lockheed  Super Constellation 
was the  queen  of commercial  avia-
tion,  and  it was  a frequent subject 
for Cliff's camera. 
Cliff's watercolor painting depicts 
two  Connies  on  the  ramp  at LAX  and 
is  based  on  a photo  he  took  on  one 
of his  airport excursions. 
Currently busy  painting mu-
rals,  Cliff can  be  reached  at 
VAA is in the process of sending a
mailing to non-member pilots who
own aircraft that fall within our
judging guidelines. A few current
members who also received the
mailing were curious as to why they
were on our mailing list. The folks
who put together the list for us ex-
plained that the FAA registration
OCTOBER  2001 
Designed by Howard Hughes and Richard Palmer, as well
as a small team of engineers, and built by Glenn Odekirk and his team,
the Hughes H-1 racer was designed and built to be the fastest landplane
in the world. On September 13, 1935, Hughes achieved the design goal
by flying the H-1 to a new world speed record of 352.322 mph. The
record was set over a specially instrumented course near Santa Ana, Cali-
Now, after more than 35,000 hours of work, a team of master crafts-
men and craftswomen headed up by Jim Wright of Cottage Grove,
Oregon, has nearly completed a full-scale, exact replica of the H-l. These
photos, taken by EAA Technical Counselor Keith James, show what an
amazing piece of craftsmanship the replica is. Noted metalworking and
woodworking people such as Jim Younkin, Steve and Liz Wolf, and Kent
White are just a few of the many who have been laboring on this amaz-
ing re-creation. John Newberry, now age 94, was a young man of 23
when he worked on the H-1 project as one of the design engineers. The
last surviving member of the design team, Newberry was present when
the replica was rolled out into the sun for the first time, and he was
thrilled to see the airplane. Jim Wright, who heads up Wright Tools, is
planning on having the airplane flown and revisiting the original speed
record, which stood for more than two years until the Messersmitt Bf-
109 wrested the record away in November of 1937.
records and our membership list mailing will be very low. If you do
can have differences for the same receive a mailing, we'd appreciate it
name. A member's address may be if you would pass along the
slightly or completely different than brochure and postcard to someone
the one used for the aircraft registra- you know who loves our airplanes
tion, hence the mailing would be as much as you do and ask that per-
sent to a current member. I've asked son to join us. We'd also like to
that the filter used to pare down our know if you receive the mailing by
list be reviewed, and I have been as- mistake, so we can cross-check the
sured that the number of members methods used to generate the mail-
who will inadvertently be sent the ing list.

The tragedy inflicted on the peo-
ple of the United States and its
resulting restrictions will continue
to affect most of us for some time
to come. As I write this, VFR flight
in "enhanced Class B" airspace is
still prohibited, and many, many
members are grounded, unable to
move their airplanes. Countless
others had to leave their airplanes
at an airport nowhere near their
home base (a number of Stear-
mans heading home from the
Stearman fly-in, for instance). They
can retrieve them at this time only
if they' re outside of the restricted
airspace. FBOs and other related
businesses are suffering or simply
going out of business. The effect
on businesses will ripple through
the industry long after the last
flight restriction is lifted.
One of the greatest benefits of
our close affiliation with EAA is ac-
cess to their Government Programs
office. Here at EAA headquarters,
VAA is working closely with that of-
fice, obtaining information to be
disseminated as soon as possible.
During the days following the at-
tack, the FAA was changing the
NOTAMs on an as-needed basis,
and we coordinated with the Gov-
ernment Programs office to get the
word out via e-mail to those type
clubs who had supplied us with
their e-mail addresses. The Internet
and e-mail proved to be invaluable
when it came to quickly getting in-
formation into the hands of
members. Also, EAA's e-Hotline
newsletter proved to be very help-
ful to members at large. You can
sign up to receive e-Hotline at
Finally, I have to commend the
EAA headquarters staff members
who spent long hours after the ter-
rorist attacks answering members'
questions, fielding calls from gov-
ernment officials and members
alike, and working hard to get the
word out as quickly as possible. A
special tip of the cap to the web
development team, Government
Programs office, and the clerical
staff. It continues to be a chal-
lenge to meet the everyday needs
of EAA and VAA members and to
deal with the effects on our seg-
ment of general aviation, but
they're doing it.
Finally, a heartfelt "thank you "
to our members. You've been pa-
tient, respectful of the magnitude
of this tragedy, and helpful, as
we've queried many of you on the
effect of the shutdown. EAA cer-
tainly has not relaxed in any way
and will continue to work toward
re-establishing our flight privileges
in the currently restricted areas.
We received word that Charlie jamieson, designer of the jamieson
jupiter, has passed away at the age of 84. Charlie was active in aviation
throughout his lifetime, and many members may recall him as the chair-
man of the annual corn roast at the Sun 'n Fun EAA Fly-In. His
compatriots at EAA Chapter 635 have continued the tradition. Our con-
dolences to his wife, Lois, and their many friends and family members.
Desser Tire Company, 800/247-
8473, has announced the production
of two new tires. The first is a smooth,
no-tread 800-by-4 tire intended for
use on the Piper Cub. Cub owners
have yearned for a replacement for
the fondly remembered soft Goodyear
tire, and Desser has accepted the chal-
lenge. These are new tires, stripped of
the ribbed tread, re-vulcanized, and
then re-certificated.
Desser also will be making an-
other tire that will appeal to those
who remember a tire produced in
the 1940s-the 500-by-5 4-, 6-, or
10-ply tire and the 600-by-6 4-, 6-,
and 8-ply tire with the diamond
pattern tread on the outer tread
area. The Aero Classic "Retro" tires
will be available in November. They
are new tires made here in the
United States using the old-style
molds. Taylorcrafts, Aeroncas, and
Luscombes, among many others,
used this style tire as standard
equipment when delivered from
the factory. Desser is making a lim-
ited time special offer on the Aero
Classic Retro tire; learn more at
September II, 2001 
become a date signifi-
cant to world history.
Forevermore we will
remember where we
were when we watched
commercial airliners
fly into the World Trade Center, watched both World Trade
towers collapse, watched smoke billow from the Penta-
gon-all in real time, right now, live on TV.
No one ever envisioned tragedies of this magnitude, or
the impact they would have on the world, our economy,
and the lives of so many of us. I'd like to turn the clock
back to September 10 and start over. But nothing controls
time, so we must deal with the reality it measures and the
to gather important information to quantify the economic
impact and long-term damage caused by their grounding.
EAA's ultimate goal is to ensure that general aviation
does not have permanent restrictions placed upon it that
limit its ability to fly, grow, and continue to perform its crit-
ical role in the infrastructure that makes America and the
world work.
America has been-and will be-aviation's international
leader. Since the Wrights first flew at Kitty Hawk, it's taught
the world to fly. And it still does. Flight schools today, the
core of U.S. general aviation, teach tomorrow's professional
pilots to fly. If today's students are grounded, so, too, will
be tomorrow's commercial aviation operations, because air-
planes need pilots and skilled mechanics.
One of EAA's roles is to rebuild confidence in aviation.
ramifications of its events.
EAA and the aviation world in which
it exists reacted quickly when this na-
tional emergency grounded all airplanes.
As airplanes returned to the sky, with
airliners leading the way, we quickly re-
alized that we faced-and must deal
with-issues never before addressed.
In this national emergency, control of
America's airspace shifted from the FAA
and Department of Transportation to
the National Security Council and De-
partment of Defense. FAA and DOT
continued to play important roles, but
national security determined who re-
We will not
surrender all that
aviation has
achieved over the
last 97 years
because of the
terrorist actions of
a few individuals.
turned to the sky, and when and how they would fly.
Hours turned to days, days to weeks, all filled with con-
stant communication about how to resolve the issues of
safety, security, and the essential and economic needs to fly.
Members called and wrote, asking, "When will we get back
in the air?" and expressing concern that temporary restric-
tions on VFR flight might become permanent.
They wondered: Will aviation deteriorate and die at a
fragile time when we've been working hard to rebuild it?
Much has been written about September 11, and here is
not the place to recount all EAA has done each day on be-
half of you and aviation. (You can step through EAA's news
and actions on the website: www.eaa.org.)
Moving forward, to address tomorrow's critical issues,
we've extensively surveyed flight schools, instructors, and
FBOs and interviewed aircraft manufacturers and suppliers
People responded to the tragedies of
September 11, met the challenges-and
rose above them. Today, EAA and its
members will do the same. We will not
surrender all that aviation has achieved
over the last 97 years because of the ter-
rorist actions of a few individuals.
For almost five decades EAA has wel-
comed all people to aviation and made
the dream of flight a reality. We are an
organization of doers, people who ac-
complish great things, from designing
and building airplanes and sharing in-
formation to volunteering our time to
benefit the common good and reaching
out to the future-our children. This is the spirit of EAA,
and it will see us rebound to continued future success.
Hard to believe at the time, but out of bad comes good.
Since September 11, I've seen everyone respond to what-
ever is asked with a tremendous willingness . The
cooperation and communication between aviation organi-
zations has been outstanding-all of us focused on getting
you back into the air without restriction.
I want to express pride and compliment the outstanding
work of your Headquarters staff and Washington Office.
Their efforts, combined with Chapter leaders, EAA councils,
and EAA-affiliate the National Association of Flight Instruc-
tors, have enabled us to respond quickly to the challenges
resulting from September 11, and, more importantly, to ad-
dress the long-term rebuilding that will overcome the losses
incurred-and, we shall overcome them. ......
Pioneer-era aircraft often can be
baffling to many would-be mystery
plane researchers, and the July bi-
plane with the extraordinarily
flexible wing panels was no excep-
tion. We did have one response
guessing it was a Curtiss product,
but it was definitely not the model
the respondent suggested.
Close examination of the photo
shows the airplane resting on a
sandy beach, and a few details of the
airframe and powerplant installation
are evident. First, portions of the air-
frame appear to be made of bamboo,
since the nodules are visible. The
most interesting items in the photo
are the engine installations. The en-
gines are mounted horizontally,
driving the huge props through gear-
driven shafts. The structure appears
to be not nearly stiff enough for safe
flight. We hope someone may be those of you who have a particular
able to add to our meager knowledge interest in that era. Feel free to
about this particular model. drop us a l ine at the addresses
We'll certainly leave it open to noted above.  
Transition Training 
Movin'on up 
ou've been flying your ba-
sic seaplane or amphibian
for a few years and have
had experiences and trips
you wouldn't trade for anything.
You've mastered the Cub on floats
or the Lake Buccaneer and are think-
ing about something bigger, faster,
or different-a new challenge to
move to the next level in the won-
derful world of water flying.
With 400 hours in a Republic
Seabee and 500 hours in a Lake
Renegade, I was ready to move up.
The Seabee is a great airplane for
learning the ways of a taildragger on
land and how to handle a flying
boat on the water. It is a tough, for-
giving airplane. It is probably not
the best airplane for a far-away ad-
ve nture. The Lake Renegade is a
much better airplane for long trips
to remote places. Like most four-
place airplanes, it is really
a two-place airplane when
loaded with full fuel, two
people, and gear for a fish-
ing trip.
My kids are old
e nough now that they
want to be included in
the Canadian fishing
trips that my brother and
I would do in the Lake.
So I began to search for
something bigger. Since I
am comfortable in flying
boats, my search pointed
to the Grumman Wid-
geon. One of my trips to
also for sale. As I drove up to look at
the Goose, my first thought was,
"How could I learn to fly something
this BIG?" When I got home I called
Brian Van Wagnen in Jackson, Michi-
gan, and asked, "If I ended up with a
Widgeon or Goose, would you help
me fly it home and teach me how to
fly it?" Brian said, "Sure, when do
we start!" I worked out a deal on the
Goose, still amazed at how big it
was. When I really started inspect-
ing it I found I could climb all the
way back in the tail from the inside!
I had transitioned from the
Seabee to the Lake after an hour of
land and water work. It seemed like
no big deal, and in a lot of ways the
Lake was easier than the Seabee.
Then my insurance company said I
needed 10 hours of dual, by a quali-
fied Lake instructor, before my
insurance would take effect.
At first, I thought this was crazy. I
already had 400 hours flying boat
time, and the Lake seemed easy. The
insurance company was firm on
their 10-hour requirement , so I
signed up with factory Lake instruc-
tor Rich Eilinger. Boy, was I wrong. I
learned more about the Lake in the
next 10 hours than I would have
ever lea rned on my own. Those 10
hours with Rich and the five hours
with Lake instructor Paul Furnee
were invaluable. We pushed that air-
plane to its limits in the air, on the
land, and on the water. I learned
where those limits are and what
happens when it's pushed to its lim-
its. I became a safe and competent
pilot in the Lake. It also made flying
it more enjoyable beca use I had
"been there, done that. "
When my insurance company
said I would need 10 hours dual , 20
water takeoffs and land-
ings, and 10 land takeoffs
in the Goose, I didn ' t
think it was enough. I
thought, "How about 50
hours of dual?" It seemed
like a huge step up from
the Lake and Seabee. The
five hours it took to get
my multiengine water rat-
ing in a twin engine
Seabee did not seem to
prepare me for the Goose.
The day came to pick
up the Goose in Racine,
Wisconsin, for the trip
back to Pontiac, Michi-
look at a Widgeon was Bob Redner and his wife, Kimberly, with their children, Arthur gan. Brian and I flew over
only an hour away from a and Ellen , are enjoying the extra room and load-carrying ca- in a Piper twin with a
Grumman Goose that was pabilities of the Goose. friend, with Brian di s-
OCTOBER 2001 6
cussing IFR procedures into Racine.
A front was approaching Racine
from the west, so the weather was
going downhill in Racine. I com-
pleted the paperwork with the seller
and gassed up the Goose. A half-
hour later we were ready to go.
Brian seemed too relaxed. After all,
here we were with a tired 1939
Goose that Brian had never seen be-
fore and the weather was getting
worse. Brian looked over at me in
and would allow me to get near the
limits before talking me back to nor-
mal flight-all this while going to
different lakes and airports, to mix it
up a bit.
One week later we went north to
Otsego Lake, Michigan, for more of
the same training for me and also
training for Mark and Steve Taylor
in their award-winning tur-
bocharged Widgeon. I rode in the
back of the Widgeon during Mark
ter crosswind takeoffs and landings,
water work on Lake st. Clair (with 2-
1/2-foot chop!), and lots of engine
failures on takeoff. Going with Bob
was good because it gave me an-
other opinion on how to properly
fly a Goose. After 23 hours of dual,
probably 40 each of land and water
takeoffs and landings, I felt I could
manage the Goose.
How would I have made a safe
transition without people like Brian
"Let's go."
Right there my train-
ing started, with Brian
explaining everything
he was doing. It seemed
automatic for him.
Halfway home we
stopped for lunch.
Then it was time for
some water work on
Gull Lake . Brian flew
this Goose like he was
just in it yesterday. Af-
ter we parked the Goose
Goose N327 cruises in the soft skies over Lower Michigan.
.---------------------------, and Bob? Qualified
the right seat and said,
in its new home at Pon-
tiac airport, Brian
patted the instrument panel and
said, "Good job, Goose." Then he re-
minded me that we are just
caretakers of these old airplanes and
it is now my responsibility to fly and
maintain Goose N327 carefully so
others will have the opportunity to
enjoy this airplane, too.
After two months of intense main-
tenance, inspection, and repair work,
N327 was ready to fly again. Day one
started with Brian at 9:00 a.m. and
we kept at it until 8:00 p.m. that
evening. Ten minutes after takeoff I
moved to the left seat. We did stalls,
steep turns, Dutch rolls, airspeed
management, systems management,
and then landings-on grass run-
ways and then on the water. Brian
talked all the time, explaining in de-
tail what was happening and why as
well as the mechanics of what was
going on. Most of the time his hands
were in his lap and his feet on the
floor. He would verbalize what to do
and why while I maneuvered the
beast. He knew where the limits were
and Steve's training, and they rode
in the back of the Goose during my
training. It was very interesting to
listen during their training and hear
some of the same lessons while see-
ing it from a different perspective.
After the weekend at Otsego Lake,
courtesy of Mark and his wonderful
family, I felt I could someday master
this Goose.
Because of some Goose mainte-
nance and Brian's schedule with
American Airlines, three weeks
went by before the next lesson. The
next lesson was more of the same
but included Single-engine work,
crosswind landings on pavement,
and formation flying with Bill Dis-
ilva and his Grumman Albatross. At
this point I had 17 hours of dual in
the Goose and felt reasonably com-
fortable when the conditions were
favorable. I felt I still needed more
and scheduled another six hours
with Bob Ulrich from Cleveland,
Ohio. We did more water work, step
taxiing, glassy water operations, wa-
people are sometimes
hard to find for train-
ing in these unique
aircraft we fly. In most
cases, those who are
qualified to teach en-
joy the opportunity so
much that it's fun for
everyone. If you are
moving to a different
airplane, search out the
most qualified instruc-
tor you can find. Spend
the time and money
on the best. It is a small
part of the total cost of
ownership and will probably save
you money in the long run. Good
training may save you much more
than money someday. Is my transi-
tion training done? No way, but
it's a good start toward a healthy
relationship with Goose N327.
By the way, the following week-
end my wife and I flew to Mackinac
Island in the Goose, her first ride in
it and my first flight without an in-
structor. It was one of the best flying
trips we have done.
To locate a professional in-
structor, contact the National
Association of Flight Instruc-
tors (NAFI), an affiliate of EAA.
Send mail to them at NAFI,
EAA Aviation Center, P.O. Box
3086, Oshkosh, WI 54903-
3086. You can call them at
920/426-6801 or send e-mail
to nafi@eaa.org. Visit NAFI on
the web at www.nafinet.org.
Flying the Canuck 
Jenny's Canadian cousin lives in St.  Louis 
There are very few pilots who are interested in antique and classic aircraft who haven't
wanted to fly a Curtiss Jenny (or its Canadian counterpart, the Canuck). Finding one to
fly is the first problem. Convincing the owner to let you fly his piece oftreasure is another.
There are a few other little problems, like finding a suitable grass field, a light wind right
down the runway, and a place to put the aircraft down "just in case "-all very real con-
siderations ifyou are talking about the real McCoy.
ennys (Canucks) have no brakes.
They have a metal plate on the
bottom of the tail skid-which
precludes any sort of a hard surface
landing because of the lack of direc-
tional control possible once the tail
is down. The Curtiss IN-4 series were
basically powered gliders: They flew
on their wing, more than the power
generated by the engine. The rudder
is small, and the aircraft has very
marginal crosswind control. The
main difference between the Canuck
(made under license by the Cana-
dian Aeroplane Company) and the
jenny was the addition on the
Canuck of ailerons on the lower
wings. This also affected the wing
stagger. The tail on the jenny was,
however, somewhat taller than those
on the earlier Canucks. People that
have flown both claim that the
Canuck had better roll control.
This is not to denigrate the qual-
ity of flight in a Curtiss. The Wrights'
first powered flights took place dur-
ing December 1903. Although their
success was monumental, practical
flying machines were not in evi-
dence until 1908 or 1909-as seen
in Los Angeles and later in Reims,
France. So the Curtiss, which was
operational in 1916, had only eight
years of gestation in which to ma-
ture from those primitive flying
machines of 1908. When looked at
in that context, the advances were
pretty amazing.
The heart of any aircraft is its
powerplant-and reliability is the
key. Of course, reliability is a rela-
tive term. What was considered
satisfactory in 1916 would cer-
tainly not be considered so now.
The Curtiss-manufactured OX-S
engine, as used in the jN-4 aircraft,
needed careful maintenance. It was
especially vulnerable to poor qual-
ity fuel and oil. The water pump
for its liquid-cooled cylinders was
prone to leaking-and, being situ-
ated just above the carburetor,
could easily contaminate the fuel.
Having a single magneto was also a
weakness-and many an OX-S en-
gine was stilled by a broken spring
in the advance/retard section of
the magneto. It is probably safe to
say, however, that modern fuel and
oils have done much to improve
the reliability factor of all older
pieces of machinery, be they auto-
motive or aircraft.
Rigging is an important factor in
the way a jenny (Canuck) flies, as
there is no way to adjust trim while
in flight. Because of the narrow
speed range, this does not seem to
present a particular problem. Con-
trol pressures are light and
somewhat vague, much of that be-
ing attributable to the slow speeds at
which these aircraft operate. But let's
start at the beginning of the flight.
Glenn Peck, the resident guru of
the Historic Aircraft Restoration
Museum, is responsible for the gen-
eral care and feeding of all its
aircraft. Preflight of the Canuck
takes time. While still in the
hangar, all fluid levels-water, oil,
and fuel-are checked. (The oil
level is critical, so don't believe the
little pointer on the crankcase.)
Oddly enough, there is no water
temperature gauge on the instru-
ment panel-and a visual check of
the radiator contents should be
mandatory! If you haven't flown
within a couple of days, you must
be careful to check for sediment in
the carburetor. There are four quick
drains that should be allowed to
flow for a few seconds-not just to
check for water but to be certain
that the carb is getting fuel from
the tank, too. While you're back
there, examine the water pump for
leaks around the packing-making
sure that there is no antifreeze on
the top of the carburetor housing.
You lay your hands on each fly-
ing wire-not so much to check for
tension-but to assure yourself that
they're not just a figment of your
imagination, or a cobweb. But watch
that drag wire from each side of the
nose; it's a certain neck catcher!
Glenn has made a caisson, the OX fires.
using two old Jenny wheels, so Music. Not the noise of an en-
that the Canuck can be moved gine firing. Music-conducted
in and out of the hangar. Even , by the valve gear gently but pur-
with this device, the tail skid's ( posefully tapping to its own
tendency to flop from side to rhythm. All the pushrods, in
side makes moving the airplane their turn, rising and falling with
an interesting task. Its 44-foot a simplicity that belies the tech-
upper wingspan gets perilously
close to the Curtiss Robin on
With its 90-hp Curtiss OX-5 engine swinging a
nology necessary to have come
even this far. The sight, the
one side and the Sopwith Pup
huge oak prop some 8-1/ 2 feet in diameter, the
sound, the ambience is incredi-
on the other. But once out the
door, the long walk to the grass
Canuck is just about to break ground after a short
ground run on the grass runway at Dauster field.
ble. A slight increase in throttle
opening, and the valve gear's
strip can begin in earnest. There
always seems to be plenty of helpers
willing to push.
Reaching the run-up area, the tail
is gently disengaged from its car-
riage and lowered to the grass.
Because the engine on this Canuck
has not been "Millerized" and still
contains the stock valve gear, it must
be oiled in the 24 places provided
on the rockers, with three drops
each. For that task, a special tip has
been fitted to a squirt can to ensure
that the oil goes where it is needed,
and not all over the valve train.
(Enough of the normal lubrication
oil will wind up there and thence
onto the windscreen and ultimately
on the pilot's goggles.)
Now it's time to climb into the rear
cockpit. Immediate feelings of excite-
ment overwhelm any tendency
toward trepidation. The lack of brake
pedals, the wooden rudder bar, and,
in fact, the almost total lack of metal
anything adds to the wonder. The
seat is comfortable, and the visibility
is excellent over the sides of the fuse-
lage. The throttle is on the right side
of the cockpit, meaning the stick is
held in the left hand. It's a strange
setup for a Stearman pilot, but oh
well! Seat belt buckled. Nonsensitive
altimeter looks about right. Horizon-
tal compass between the legs looks
neat, but it's no DG (directional gyro).
That little gauge in the upper right
corner of the instrument panel is the
tachometer-it looks more like a Ford
Model A speedometer. And it works
just as inaccuratel y. The carburetor
has been "tickled," filling the float
bowl. The fuel selector on the right
side has been pushed down for ON.
The engine is pulled through. Now
it's up to you. You flip the mag switch
on the outside of the fuselage up for
ON. You call "hot," and with one pull
by Glenn on the stiffly turning prop,
tempo moves from a slow dance
to a foxtrot-a still leisurely pace.
No use checking the mag: the en-
gine's running. There's no carburetor
heat either! Controls free. Water
temperature is okay if the engine
will pick up without stumbling.
Chocks are still in, so the throttle is
opened all the way. The airframe
strains, eager to get into the air.
Wires vibrate, first one, then an-
other. Glenn is holding an electronic
handheld tachometer in front. This
thing doesn't move if we're not get-
ting at least 1375 revs. I get a thumbs
up from Glenn.
The chocks are pulled. The throt-
tle is opened gradually, and despite
the lush grass, with only partial
power the Curtiss eases itself for-
ward gently. More throttle equates
immediately to more speed down
the runway. The amount of torque
this old lady develops is astounding.
In no time at all the power is full on,
A pass down the runway shows the multitude of
struts and wires that give the Canuck and Jenny
so much drag. Keeping the nose down while glid-
As this is your first fligh t, and
the airplane is doing exactly
the controls are responsive, and
you have no idea what indicated
what it's supposed to do. A little stall speed might be, you have a
forward stick to get the tail skid tendency to stay a little higher
out of the grass, and in no time, on final than necessary. But the
we have reached flying speed. Curtiss is, if nothing else,
What an incredible sensation. draggy. As you throttle back to
Look ahead, and your eyes are idle it is important to keep the
riveted to the valve gear-click- nose down to retain energy. You
ing and jumping in unison like a ing is imperative.
bunch of berserk grasshoppers.
Look to the side, and see the
wires-not exactly vibrating, but
trembling with an almost tangi-
ble eagerness. Testing the control
pressures you find them to be
light but sluggish, but more than
suited to the way you want to
fly this machine. It's not in any
hurry, so you needn't be either.
By the time you've reached a
few hundred feet and are ready
for your turn to crosswind,
you've begun to relax and enjoy
engine-powered Sopwith Pup.
Suddenly it's 1916 and your
A calm, clear morning is just the right time of
day to fly the Canuck and its hangar mate at the
Historic Aircraft Restoration Museum, the rotary
the ride.
Sam Brown belt is cutting into
your shoulder; the spurs worn by di-
rective seem somehow in the way of
the cables running back from the
rudder bar. You've been briefed by
your instructor, and now, after five
hours and 45 minutes of dual in-
struction, you're on your own.
Dream on, dummy. In reality,
you've got 5,000 hours in God
knows how many different types, so
what's the big deal flying something
as rudimentary as a World War I
training plane? Well, I'll tell you!
It's utter magic! It's slow; freezing
speed is 65 or so. Anything past 80
feels like Mach buffet. But this is an
airplane-a flying machine. You
can feel every little current of air
through her ailerons and elevator.
Even the smallest input causes a re-
action-an alteration of her path
through your sky. Not a big one,
perhaps, but you can sense it. This
time capsule has transported you
back 85 years in an instant.
I've driven veteran and vintage
automobiles. Invariably, when you
venture out onto even a small, two-
lane road, you become an instant
10 OCTOBER 2001
roadblock. You pray that the guy in
front doesn't jam on his brakes, be-
cause even at your lethargic pace,
sudden stops are impossible. People
strain to pass you, if only to see
what strange conveyance you pos-
sess. Unlike the Jenny, you are
competing in their environment,
the modern road. It's their turf.
But in the sky, there is no set path,
no identifiable landmark. Every
cloud has its own special shape and
look. Each landmark's visage
changes from that nonrepeatable
angle and light condition from
which it is initially seen. The sky is
never the same, yet always the sky.
You've been flying around the air-
port for about a half hour, watching
the various wires twitch and hum in
the breeze, and now you have an
urge to land. Not because you're
bored or afraid. You're just curious.
The landing is always the ultimate
experience of an aircraft's behavior,
and your ability to handle it. So,
while on the downwind side of the
airport, you start to throttle back, let-
ting the Canuck lose some altitude.
can tell this machine is no
floater. A glance at the airspeed
indicator shows SO. Then you're
over the threshold, the wings in
ground effect. You can feel the
mains brush the grass, then the
tail skid: you're down and
stopped in a few yards. She rolls
out straight as an arrow. You
look up to see the rockers doing
that same little dance you saw
just a few short minutes ago.
And you smile.
A burst of power with hard
right rudder gets you out of the
runway middle, and then you
tentatively try a U-turn on the
expanse of the 175-foot-wide
runway. It's amazing how easily that
floppy tail skid can steer you around,
if you're not in a hurry. Taxiing is
surprisingly easy on grass and im-
possible on hard surfaces. Any back
pressure pushes the tail skid into the
turf hard enough to make you think
you have an anchor back there. I
motion to Phil: It's his turn.
The more you fly this classic, the
more fun it becomes. Perhaps be-
cause you gain more confidence in
the engine. On the second flight the
gearbox on the Scintilla mag slipped
out of engagement and the fire went
out. The OX had been purring along
when it suddenly became quiet. Be-
ing over the lake, and close enough
to the airport to affect a normal
landing, a few seconds were spent
checking to see if the fuel was on.
The mag was switched on and off a
couple of times, and the throttl e
jazzed, all to no avail. Dropping into
the pattern, I began to remember all
continued on page 27
Y6   (S)()yssey By H.G. FRAUTSCHY
Above: Andrew King' s reincarna-
tion of the serial number 7 Ryan
M-1 was breathtaking, complete
with wrapped cable ends and
flare tubes. His five-year effort
was rewarded with a Champion-
Golden Age (1918-1927) trophy .
Looks like the student gets off
lightly today in Mike Williams ' de
Havilland DH -82A Tiger Moth.
Mike doesn ' t have to contend
with the hood being pulled over
the aft cockpit, but he made sure
it was included as part of his
restoration . It was the winner of
an Outstanding Open Cockpit bi-
plane trophy.
Sidney Cotton's civilian  spy  plane  A 
was  used  to  get  detailed  photo-
graphs of Nazi  installations in  Europe 
just before  the  start of World  War  II.
Now  owned  by  Steve  and  Suzanne 
Oliver,  the  light airliner has  a fasci-
nating  history.  See  more  of the 
airplane  on  their website  at www.pep-
12 OCTOBER  2001 
A The  Contemporary category has  all 
sorts of interesting  airplanes to  take 
on  cross-countries.  The  Mooney 
M20C,  like this  one  owned  and  flown 
by  Monroe  McDonald,  is  one  of the 
smaller complex  airplanes  that  are 
beginning to  attract the  attention  of 
vintage  airplane  restorers . 
...( A sextet of these smiling faces  keeps 
V the exhaust  pipes  plugged  when 
Jarad  Smith  of Huntington  Beach, 
California,  parks  his  1946 Globe 
Swift on  the  flight  line.  Jarad's  air-
plane  took  home  the  Best  Swift 
One of the most fascinating
displays at the Countdown to
Kitty Hawk Pavilion was the
collect i on of original Wright-
produced parts. Included in
that display was this Wright
Vertical Four engine, serial
number 20. Originally installed
on a Wright Model B airplane,
the engine had been in stor-
age for 85 years until Greg
were busy flight planning their trip home. They expected to fly around the top of
AInternational visitors abound in the VAA area,
and Marie Helene Dian and Enc Dussault flew
Eric ' s Piper Tri-Pacer from the Canadian
province of Quebec. When we caught up with
them on the last day of EAA AirVenture, they
had the last airplane in our parking area and
Cone restored and ran it last
Lake Michigan, island hopping after leaping off the tip of the Door County, Wis-
year. Greg is seen here adjust-
consin, peninsula.
ing the timing of the single
magneto as the engine was
run during EAA AirVenture
2001. Learn more about it at
www.wrightexperience.com. y
APaul Gould of Sardinia, Ohio , and his Aeronca 11AC Chief, which was
picked as the winner of the Reserve Grand Champion Classic Silver
Lindy. Paul's Chief, seen here with the award-winning Chief restored by
Ray Johnson, is complete right down to the Bedford whipcord uphol-
_ ....,..;...... : t     ' ~ stery in the cabin.
A Peter  McMillan  headed  up  this  project a few  years  ago, but this  was  the  first time the  Vickers  Vimy  was  shown  at 
EAA  AirVenture  Oshkosh.  Since  first being constructed,  it ' s  been  flown  on  a series  of extraordinary cross-country 
flights  to  Cape  Town,  South  Africa, and  to Australia. Plans  are  now  being made to  re-create  the  epic  transatlanti c 
flight  accomplished  by  Alcock  and  Brown  in  1919. 
John  Nielsen ' s  Cessna  170 won 
the  Best 170/ 180 Classic trophy. 
John's  from  Bloomer,  Wisconsin, 
and  had  helpful  input from  friends 
who  are  classic  auto  restorers. 
On  opening day,  which  happened to 
be  Amelia  Earhart's  birthday,  the 
VAA  Red  Barn  was  the  location  for 
a  press  conference  announcing the 
re-creation  of Amelia ' s  1928 fall 
tour  around  the  United  States. 
Sponsored  by  Historic Aviation,  Dr. 
Carlene  Mendieta  started the  flight 
from  White  Plains,  New  York,  and 
had  made  it to  EI  Paso,  Texas,  be-
fore  the  flight  was  stalled  by  the 
tragic  events  of September  11. Af-
ter VFR  flight  restrictions  were 
relaxed , Carlene  continued  toward 
the  West  Coast.  As  you  read  this , 
she  should  be  close to  nearing the  end  of her flight  in  this Avro  Avian,  a sister ship  of the  Avian 
flown  by Amelia . Follow the  re-creation  of the flight  at  www.ameliaflight.com.
14 OCTOBER  2001 
Joe Fleeman (right) had plenty to A
do on one of his latest projects,
a Piper PA-5 Cub Coupe he re-
stored for Carl Brasser (left).
Kneeling in front is Kirby Totte,
who was responsible for the en-
gine overhaul. The trio was all
smiles later, as the PA-5 was
awarded the Grand Champion
Antique Gold Lindy.
ne e m
the VAA area housed the metal-
shaping workshop, where
members could try their hand at
moving metal in various ways and
watch the experts make and re-
pair airframe components such
as this spinner.
ADarrell Collins of the National Park
Service is the historian at the
Wright Brothers National Historic
Memorial in Kill Devil Hills, North
Carolina. After the Countdown to
Kitty Hawk clock was started ,
everyone was invited into the pavil-
ion to listen to a dramatic
presentation by Darrell , the same
one he presents on a regular basis
at the memorial's visitor center.
A Glenn Peck's magnificent restoration of a Tank engine-powered Curtiss Robin, featured in our May 2001 issue, is
parked in front of the VAA Red Barn headquarters. Flown from St. Louis, Glenn's restoration for the Historic Aviation
Museum was presented with the Antique Runner-Up Closed Cockpit Monoplane plaque.
Either he's really early or
very late for the skiplane
season in Wisconsin,
but Herb Meloche of An-
chorage, Alaska, is
prepared with his Piper
PA-16 , right down to the
pair of snowshoes tied
to the right lift struts.
A All the way from Bleienbach,
Switzerland, with their Bellanca
Cruisair 14-13-3, Willi Bernhard
and Elizabeth Ruch spent the
week camping and enjoying their
visit to the United States. A fresh
engine overhaul gave them addi-
tional confidence for their
transatlantic crossing.
Vintage airliners seem to evoke a
palpable nostalgic response from
many who flew them when all airlin-
ers had propellers. Clay Lacy
decided to reproduce the color
scheme of United's Mainliner O'Con-
nor for his DC-3 restoration, and it
attracted both pilots and passen-
gers alike while it was parked in the
grass opposite the VAA Red Barn. y 
The tops in the Classic cat-
egory during EAA AirVenture
2001 was this spectacular
Grumman Mallard, restored
by the accomplished me-
chanics and craftsmen at
Victoria Air Maintenance in
British Columbia, Canada.
The Mallard was found by
owner Steve Hamilton in a
corner of the famed "Corro-
sion Corner" salvage yard in
Miami. Actively involved i n
the planning and execution
of the restoration , Hamilton
was thrilled when he was
called up on stage for the
presentation of the Grand
Champion Classic Gold
Lindy, and he made sure
the crew on hand was
brought up on stage as well.
Denny and Barbara Beecher of Martinsburg, Pennsylvania, have been
flying their Piper PA-22-108 all over the United States. After its restora-
tion by Dave Liebegott of Classic Magic Aviation , they found an even
deeper appreciation for the handy two-place Piper. The judges certainly
noticed, too, for
they gave the Colt
the Reserve Grand
Champion Classic
Silver Lindy.
18 OCTOBER 2001
A The  Grand  Champion  Contemporary is  this  sparkling example 
of a Beechcraft  B35-833  Debonair, brought to the  convention 
by  owner/pilot James  Lynch  of Lawton, Oklahoma. 
A Custom  Stearmans  abound  these  days!  Here's 
David  Bates'  Boeing  Stearman  E75Nl.  Dave 's 
from  Faribault,  Minnesota,  and  he  carted  home 
the  bronze  Lindy for the  Champion-Customized  An-
tique  aircraft. 
The  Fairchild  FC-2W2  is one  of 
those  airplanes that you  have 
to  see to  appreciate  its  size. 
HO  Aircraft for Yellowstone  Avia-
tion's  Historic Aviation  Museum 
recently completed  this  particu-
lar restoration.  It was  flown  by 
the  National  Park  Service  early 
in  its  career.  Just  as  the 
restoration  was  completed,  it 
was  learned  this  airplane  was 
the  first one  owned  by  the  Na-
tional  Advisory Committee for 
Aeronautics  (NACA),  the  prede-
cessor to today's  NASA.  NACA 
had  borrowed  and  leased  vari-
ous  aircraft before  buying the 
Fairchild,  but this  was  the first 
one  with  NACA  listed  as  the 
owner.  The  restoration  was  pre-
sented  with  the  Antique  Silver 
Age  (1928-1932) trophy. 
Paul  Workman  zips 
along  in  the  littlest of 
the  Mooney clan,  the 
Mite  he  and  his  dad 
Ben,  restored.  Ben's  lit-
tle  speedster  is  a joy to 
fly,  according to  Paul. 
He  even  lets  his  dad  fly 
it every  now  and  then!  It 
was  chosen  as  the  Best 
Class  1  (0-80  hpj  Clas-
sic  award  winner. 
Building an airplane
for utility purposes
can result in an un-
usual fuselage , and
Jan Christie' s Perci-
val EP.9 certainly
fits that description.
The clamshell doors
open up on a cavern
for a main cabin,
with the pilot lo-
cated forward of the
BY  E.E.  "BUCK"  HILBERT,  EAA  #2 1 VAA  #5 
P.O. Box  424,  UNION,  IL  60180 
My all-but-forgotten  past 
ver find  yourself trans-
ported  back  in  time? 
Doing  something  you 
once did  before going on 
to  bigger and  sometimes  not-so-
much-better times? 
Well,  it  happened  to  yours 
truly.  A couple  months ago  Clay 
Lacy,  who  incidentally is  a  great 
asset  to  EAA  as  well  as  all  of avia-
tion,  broached  the  idea  of 
bringing his  DC-3  to  EAA  AirVen-
ture Oshkosh  2001.  He  wanted  to 
show  his  "new"  1948 United  Air-
lines  paint  job  in 
honor of our United 
Airlines alma  mater. 
I graduated  (read 
retired)  in  1984 af-
ter  a  career  that 
began with  the DC-
3  and  ended  with 
the DC-8.  Clay was 
a  couple  years 
younger than I  and 
had  more seniority. 
He  flew  the "three" 
up  and  down  the 
California  central 
valley  routes and  to 
Catalina  Island, 
maintaining  his 
qualification  until 
the  DC-3s  were  phased out in  the 
late  1950s.  He  finished  up  on the 
747-400,  the queen of the fleet. 
His  admiration for  the  Douglas 
"Racer"  knows  no  bounds. This 
particular  airplane  was  never 
owned by  United,  but it sure  looks 
it with that paint  job.  This was  the 
last  C-47/DC-3C built.  It was  deliv-
ered to the military in  October '45 
and  became surplus  in November. 
It  became the state of Georgia's air-
plane,  and Jimmy Carter used  it 
when he was  governor. 
After  Clay acquired  N814CL  he 
embarked  on a  restoration  project 
that borders  on  the sublime-a 
10-passenger executive  interior 
complete with a  galley  and all  the 
trimmings,  plus two  new  Pratt & 
Whitney  1830-94 engines-he had 
a  real  winner on  his  hands.  The 
only thing it lacked  was  that final 
touch,  the United  paint job.  After 
a  lot of research,  the  1948 paint 
scheme was  finalized  and done. 
For  one of the  first  trips  in  the 
airplane  he  revisited  Catalina  Is-
land.  He  flew  several  more  trips 
with  "old timers"-retired United 
captains who had  flown  "threes" 
and had  passed  the  baton to  Clay 
when retirement overtook them. 
Now back to my  nostalgic trip. 
When  the  trip did  materialize,  I 
called  and  asked  if  I  could  ride 
along.  Clay returned  my call,  and 
we  made  the arrangements.  He 
would  bring the Mainliner O'Con-
nor to  EAA  AirVenture  to assist 
the  United  Airlines  Historical 
Foundation in  its  efforts  to  "Pre-
serve  the  Past  and 
Inspire the Future." 
This  foundation 
is  independent  of 
the corporation. It  is 
trying very  hard to . 
preserve the heritage 
and  history of the 
airline.  Clay appre-
ciates  this  heritage, 
and thus he decided 
to come to  EAA  Air-
The  name Main-
liner O' Connor is 
nostalgic in  itself. 
Mary O'Connor was 
an  "early on" stew-
ardess  for  United, 
probably one of the best PR  people 
ever.  She  is  known for  her tremen-
dous power of recall  for  names and 
people she served.  When she was-
n't  flying  the  line  or  doing 
charters,  she worked  as  a  recep-
tionist to  United's  preSident,  Pat 
Me  and  an  old  friend  after our arrival  at  EAA  AirVenture  Oshkosh  2001. 
Clay Lacy Aviation's version of the 1948
Mainliner O'Connor.
Patterson. Patterson so admired this wonder-
ful person that he named his personal DC-3
after her, and when it was phased out, the
Convair 440 that replaced it was also com-
missioned as the Mainliner O'Connor.
But back to our trip. I left Oshkosh on Sat-
urday night and stayed with Jim Dier, a friend
of the foundation, and the next morning we
caught a United trip out to Los Angeles. We
rode a bus to Van Nuys, where Clay Lacy Avi-
ation is based, and Monday morning we
departed special VFR for Wichita, Kansas.
Once on top of the morning fog layer, we
went VFR direct to Lake Havasu at Laughlin,
Nevada, and then to Bullhead City, Arizona.
From there we flew at minimum en route alti-
tude over Grand Canyon National Park
Airport and on to Monument Valley, Arizona.
Then we passed Four Corners, Ship Rock at
Farmington, New Mexico, Pikes Peak, and
Pueblo, the old B-2S base at La Junta, Col-
orado. We flew into Kansas, landing at
Garden City. The first shock was the tempera-
ture: 106 degrees; the second shock was the
fuel cost: $3 .79 a gallon! We cried and ca-
joled, and they gave us a 20-cent per gallon
discount on 300 gallons.
It only takes a minute or two to read about
our progress this far, but we were five hours
and 39 minutes getting to Kansas. We then
decided to bypass Wichita and continue on to
22 OCTOBER 2001

a: '" 
""  ::E
The executive interior of Clay' s airliner isn't exactly what it would have been
during its days on the line, but you can't beat it for comfort!
Up front, the cockpit fit just like a comfortable pair of loafers. No super-duper
glass panels up here, just steam gauges and round flight instruments. Some
modern avionics are tucked in for navigating in the real world , but, hey, that's
fine with me!
The spectacular Monument Valley in northern Arizona as we cruised along be-
tween the rumbling Pratt & Whitney 1830s.
Des  Moines,  Iowa. 
It was  old  home week there!  At 
the FBO,  half the airport people 
came over to see  the "United"  DC-3 
and ask  questions about UAL  re-
suming service.  We  RON-ed  at DSM 
and the next morning departed at 
about 9:00 a.m. for  Oshkosh,  arriv-
ing as  scheduled at  10:45  a.m.  on 
Tuesday-opening day. 
The parking crew  put us  in  the 
grass  right  in  front  of the Vintage 
Red  Barn  with the other early Air-
mail  airplanes,  and  I had  to  leave 
them and get to work.  I got seven-
and-a-half hours of "stick"  time 
out of the 10  hours and used  a lot 
of body English on the three land-
ings.  We  never  talked  to anyone 
en  route,  flew  minimum  en route 
altitude all  the way,  and saw only 
one airplane until  we  approached 
EAA  AirVenture. 
That is  the story of my nostalgic 
trip. Just like old times,  it was  slow, 
by today's  standards,  but scenic, 
bumpy,  hot at times,  and  just de-
lightful.  I'd do it again  in a minute. 
Over to you,  ....... 
(( ~ t I     ~

Michael Dale
Culpeper  VA 
Trained  as 
a  pilot in  RAF, 
2000+ hours  in 
and glider aircraft 
EAA  Foundation 
To become a 
member of the
Vintage Aircraft
Association call
Mary  and Michael  Dole  with  their  N 435  WV Provost Exp. 
"I  use  AUA because they are competitive, 
efficient and absolutely the  nicest people! 
They  understand the  unusual  requirements 
of real  aviation enthusiasts. The  insurance 
industry didn't even  know what a 
Pravost T Mk  1 was,  but AUA soon 
educated them ." 
- Michael  Dale 
The  best  is  affordable. 
Give AUA a  call  - it's  FREE! 
Fly  with  the  pros.. .fly with  AUA  Inc. 
AUA1s Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
Lower liability and  hull  premiums 
Medical  payments  included 
Fleet discounts for multiple  aircraft 
carrying all  risk  coverages 
No hand-propping  exclusion 
No age penalty 
No component parts endorsements 
Discounts  for claim-free  renewals 
carrying all  risk  coverages 
We're Better Together'
Ulrich  Feldmann  .. . .... ... .... Attendorn,  Germany 
David  W.  MacReady  ... . ... Oxfordshire,  Great Britain 
Ole Maindal.  .... . .... ..... ... .... Erslev,  Denmark 
Ruy  Pavan Cardim................. Sao  Paulo,  Brazil 
james P.  Morrissey . . . ...... .  . ... . ... Dublin,  Ireland 
Dean  Cumming.... ... ...... Viking,  Alberta,  Canada 
Herman Vanden Bosch  ...... McLeannan,  Alberta,  Canada 
Rudy  DiFrangia .......................... FPO,  AE 
Rick  Girouard ...... . ............... Anchorage,  AK 
Bill  Nelson  . ........ ... ... . ....... .  . .. juneau, AK 
Mark D.  Schledorn  ........ . ...... .. . .  . Lincoln, AL 
james E.  Reynolds  ................... Scottsdale,  AZ 
Rod  L. Wagoner .. ...... ........... .... Tucson,  AZ 
john B.  Adams ........... . ..... ... ... La  Mesa,  CA 
Donald A.  Cooley  .................... Fairfield,  CA 
Robert  Dowlett  ..................... Woodside,  CA 
Clifford  Hunter.  . . ... . . .. .. ...... .  . . Ridgecrest,  CA 
Dr.  Stanford  L. johnson............ Pollock Pines,  CA 
james B.  Matthews ............. . ..... Anaheim,  CA 
Timothy McCluskey  .. . ............... Berkeley,  CA 
Charles  F.  McGraw  ........ . .......... Fremont,  CA 
Joseph M.  Perez .................... Santa Rosa,  CA 
Gregory T.  Schuh  ......... ... . . .... Northridge,  CA 
Keith  Zenobia ..................... Las  Angeles,  CA 
Burton E.  jacobs ....................... Oxford,  CT 
Richard  C.  Berstling ................. Lake  Placid,  FL 
Leslie  C.  Conwell. .... ....... . .. New Port  Richey,  FL 
joseph M. Stanko ....... . ... ... Santa  Rosa  Beach,  FL 
Pieter G. Stryker  .................... Fort  Pierce,  FL 
Henry J.  Tedesco  . ... . . .... .. ... . ... . . Mt.  Dora,  FL 
Dan Davis .......................... Norcross,  GA 
Dale  C.  Peterson ................... Fayetteville,  GA 
Chris  Reinhold Steckmann .............. Vidalia,  GA 
Erik  Edgren .... .. ... ........ . ..... .  . Oskaloosa,  IA 
William  B.  Weiser  .... .. . .. . ... .. ..... Meridian,  ID 
Edwin  F. Bobeng . . .... .... .... .. . . . . .. .. . Elgin,  IL 
Samuel  D. Breeden ... . .... . . .  . .  . . .... St.  Charles,  IL 
Lyndal  E.  Cloud . .. . ........ . . ....... . Shipman,  IL 
jacob Glass......................... Metropolis,  IL 
]. McConachie  . .......... . .... .... ... Elmhurst,  IL 
Betty Mickel ........... .. .......... Scioto Mills,  IL 
Brian S.  Wilke  . .. ..... . ....... Arlington  Heights,  IL 
j erald  W.  Rea  ...... . .. ..... ... ....... Syracuse,  IN 
Darrel  D. Zeck ..................... Terre  Haute,  IN 
Glen M.  Abrahamson  . .. . . ..... ... ..... . Pfeifer,  KS 
Wayne Fritzemeyer .. . ...... . ..... Overland  Park,  KS 
john Main .. . . ...... ... .......... . . Lexington,  KY 
Raymond  Moreau  ... .... .. . .. . . ..... .  . . Slidell,  LA 
Thomas S.  Cuddy  . . .  . .... . .......... Sherborn,  MA 
Dave  Pepple  ............ ... ........ . Standish, MA 
Philip j . Wallace  .  . .... . . .. .. .. .  Newton Center,  MA 
Jack Gillham  ...... .. .............. Annapolis,  MD 
Jame Tinder  ........ ... .. . .  . ... . ... Stoneham, ME 
Peter Boon . .. .  . . ................ Grand Haven,  MI 
Donald Cannistraro  ............ . .. . .  Northville,  MI 
Dave  R. Ebert  ................... Ray Township,  MI 
john W.  Ferguson . ......... ... ... ... Marquette,  MI 
Charles M. Garda ................... Ludington,  MI 
Nicholas  Pane .. ..... ... ... ...... .. .. Lake  City,  MI 
joseph N.  Skone .................. .. .  . . Howell,  MI 
john E.  Von Linsowe  ... . .. .... .  . .... Metamora,  MI 
WendaII  E.  Wing .. ............ .... . ... Marion,  MI 
Carolyn  Frances Carlson ... . .... . ..... . Palisade,  MN 
jeff Snell  .. ... .... .. ... .. .. ... .. . Inver Grove,  MN 
Karen  Ruth Swanton  ................ Saint Paul,  MN 
George F.  Blaich  ....... .  . .. .. . .. .. Poplar Bluff,  MO 
Charlie  R.  Dischner ...... .. . . .. .  . .  .  . Gladstone,  MO 
Scott W. Rankin  ... . . ...... .... . .. Kansas  City,  MO 
David Mars  ... .. . ... .... .. ... .. ...... Jackson,  MS 
Alvin Browning .. .  . ... . .... .. . ... .  . . Asheboro,  NC 
Al  Ramsay ...... . ............... .. . .  . Norlina,  NC 
Louis  R.  Berube  .................. West Ossipee,  NH 
Bob  Larson  ... .... . . .. .  . .. . .  . .... ... Hancock, NH 
George C.  Vossler .... .  . ... .. ... .. ... .  . Auburn,  NH 
Edward  Dec ........................... Roselle,  Nj 
Alan  B. Hendershot  ... .. .. . . . ...... . . Columbia,  Nj 
Peter Hogan ..................... Basking  Ridge, Nj 
Matthew V.  Thompson  .. .  . . .... ..... .. Madison, NJ 
Catherine Zane  . ....... . .... . ....... Wildwood, Nj 
Marilyn  Olwin .................. j emez Springs, NM 
Bob  Ray  Woods ....... . .... . ....... . Las  Vegas,  NV 
john McConaughy . . . . .. . . ..... Van  Hornesville,  NY 
Paul Shade.. ........ . .... ... ........ Fairborn,  OH 
Robert Wilson  .... .. .... . .  . . .. ..... .. Norman,  OK 
David  B.  Gurkin  ..... . ............. . Harrisburg,  PA 
Stuart I. Hitner  .... . . .. .  . .... . .. . ... Greenville, SC 
Carlos Vanegas .  . .................... Columbia, SC 
james E.  Davis  ............... . .. . ... .. Athens, TN 
Larry  Dee  Abernathy . ... .. ... .. ... ..... Vernon, TX 
jay Anding ...... .... . ... .... . .. .. .... . Bryan,  TX 
Mike  Burnett .... . .... . .... .  . ...... . .. . Dallas,  TX 
William Thomas Ellisor  . .... .  . . .... .... . Austin, TX 
Bryan  Gangwere  .. ... .. .... .. .. .. .  Haltom City, TX 
Arthur C.  Heunemann .... .  . . ........ . . Garland, TX 
Wilbur  L.  johnson.... .  . ... .  . .. . .  . .. .  . Burleson,  TX 
Tom Kasallis  . .  . . .. .  . . .. ... .. . .... . Midlothian, TX 
Richard j . Smith.. .. . . .... .. . . .... . Round  Rock, TX 
Robert N.  Strong  ... ... .... . .  . Tennessee  Colony,  TX 
James R.  Zivney ........................ Dallas, TX 
Michael Mladejovsky  . ... . .... . . . . Salt  Lake  City,  UT 
Wayne  Bressler, Jr.  .. .. .... . .. .... .. .. Herndon, VA 
J.  R. Defreytas  ..................... Alexandria,  V  A 
D.  Scott  Pantone  .. .  . . ........... Virginia Beach,  VA 
W.  E.  Sivertson  ..................... Yorktown,  VA 
Todd N.  Young ................. Mechanicsville, VA 
John Chrinka .... . ................ .  . Arlington,  VT 
Michael  Dillon...................... Richland,  WA 
G.  Andris Vaskis .................. Federal  Way,  WA 
Fred  Willcutt  ... .... ....... . ....... Arlington,  WA 
Alexander Barclay  ..... ..... .. .... .... .. Ripon,  WI 
James W.  Kent .. .... . ..... . ........... . Wales,  WI 
John Nielsen  .  . .  . .... . ..... ...... . ... Bloomer,  WI 
john T.  Parks .......................... Ripon,  WI 
james B.  Shannon  ................... La  Crosse,  WI 
The foJ/owing list of corning events is  fur-
nished to our readers as a matter of information
only and does not constitute approval, sponsor-
ship, involvement, control or direction of any
event (fly-in, seminars, fly market, etc.) listed.
Pleasesend the infonnation to EAA, Att: Vintage
Airplane, P.O. Box 3086, Oshkosh, WI 54903-
3086. Informati on should be received four
months prior to the event date.
OCTOBER 13 - Hampton,  NH - VAA 
Ch .  15  Pumpkin  Patch  Fly-In  and 
Pancake  Breakfast,  Hampton Air-
field .  Rain  date Oct.  14.  Info: 
OCTOBER  13-14 - Winchester, 
VA - EAA  Ch.  186  Fall  Fly-In, 
Winchester Regional  Airport 
(OKV),  8  a.m.-5  p.m.  Pancake 
breakfast  8-11  a.m.  Static  dis-
play  of aircraft;  airplane  and 
helicopter rides,  demos,  aircraft 
judging,  children's  play  area, 
and  more.  Concessions,  sou-
venirs,  good  food.  Info :  Ms . 
Tangy  Mooney  703/780-6329 
or EAA186@netscape.net. 
OCTOBER 13-14 - Alliance, OH - Mili-
tary  Vehicle  Show  and  Fly-In  at 
Alliance-Barber Airport  (201)  put on 
by Marlboro  Volunteers,  Inc.  Military 
displays,  reenactments &  fly-bys. 
Info: {barber@allianceiink .com. or 
DECEMBER 1  - Fort Pierce,  FL  -
EAA  Ch.  908  Pancake  Breakfast,  7-
11  a.m.  at the  EAA  Hangar,  St. 
Lucie  International Airport.  Info: 
561/464-0538 or 561/489-0420. 
JANUARY 19,  2002 - Fort Pierce,  FL 
- EAA  Ch. 908  Pancake Breakfast, 
7-11  a.m.  at  the  EAA  Hangar, St. 
Lucie  International Airport.  Info: 
561/464-0538 or 561/489-0420. 
Roscoe Turner - Famous Race Pilot
"I couldn't 
have won 
these swell 
ell, OK. ..  maybe  he  didn't actually say that. .. 
but we  bet he would have  if Poly-Fiber had 
been around  in  the '30s. His plane would  have  been 
lighter and stronger,  too,  and  the  chance of fire 
would have been greatly reduced because Poly-Fiber 
won't support combustion. Not only  that, but 
Gi lmore's playful  claw  holes would  have  been  easy 
to repair. Sorry,  Roscoe.
*Really easy to use  *The best manual around
*40 years of success  *Nationwide EM workshops
*New step-by-step video  *Toll-free technical support 
Fly high with a 
quality Classic interior 
Complete interior assemblies ready for installation 
Custom quality at economical prices. 
•  Cushion upholstery sets 
•  Wall panel sets 
•  Headliners 
•  Carpet sets 
•  Baggage compartment sets 
•  Firewall covers 
•  Seat slings 
Free catalog of complete product line. 
Fabric  Selection  Guide  showing  actual  sample  colors  and 
styles of materials: $3.00. 
air,exI;RODUCTS, INC. 
259 Lower Morrisville Rd .,  Dept. VA 
Fallsington,  PA 19054  (215) 295-4115 
website:  www.airtexinteriors.com 
Fax: 800/394-1247 
26  OCTOBER  2001 
• •
CANUCK - continued from page 10
those horror stories about how
much drag the prop created when it
stopped and how fast it stopped in
the event of an engine failure. Well,
the prop didn't stop until I was over
the threshold, and when it did stop,
it was no big deal. The magneto re-
duction gearbox was attended to by
Glenn Peck the next morning and
has worked perfectly ever since.
We've learned a couple of things
about the OX. Turn the fuel off to
stop the motor. That way the plugs
stay dry, and if you want to fly a
short time after turning it off, it's
much easier to start. After turning it
off, stuff a rag in each exhaust pipe
to prevent the valves from cooling
too rapidly. Always oil the valve
gear before each flight. Keep an eye
on the water pump. The best part
about using antifreeze is that you
can see it more easily than water if
it leaks out.
For those of you who have flown
other OX-powered aircraft, such as
Waco lOs, Travel Air 2000s, and KR-
31 s, there is a marked similarity
between theirs and the Curtiss' han-
dling. They get off the ground
nicely, but climb lethargically. Turns
are best accomplished by "rudder-
ing," as coordinated turns tend to
cause the nose to fall. All flight ma-
neuvers should be done gently;
steeply banked turns will definitely
lead to stalls if the nose is held up
too long. We have all seen films of
]ennys and other pre-I927 OX-S
powered aircraft doing aerobatic
flight, but how many of those pilots
got hurt doing it? And, how many
aircraft were destroyed? Not with
our Canuck, or KR-31, or Waco 10,
or Travel Air.
Now what we need is a Hisso-
powered Travel Air, or maybe a
Hisso Standard!
• Introduction To
Aircraft Building
• What's Involved In
Building An Airplane
• TIG Welding
• Gas Welding
• Sheet Metal
• Sheet Metal Forming
• Electrical Systems,
Wiring And Avionics
You're welcome to stop by and visit
the Historic Aircraft Restoration Mu-
seum at Dauster field (Creve Coeur
Airport) on the western edge of St.
Louis. Call them at 314/434-3368
for more information. .......
- - ~ - -
• Engine Installation
• Fabric Covering
• Composite Construction
• Finishing And
Spray Painting
• Test Flying Your Project
• Kit Specific Workshops:
Lancair Assembly
Vans RV Series Assembly
Velocity Assembly
c •
'" ~
o A lr c r .. ft COBllng_
V> www.polyfiber.com
www.aircra ftspruce.com
Something to buy,
sell or trade?
Classified  Word  Ads:  $5.50 per  10 words, 
180 words maximum, with boldface lead-in 
on first line. 
Classified  Display Ads:  One column  wide 
(2.167  inches)  by  1,  2,  or 3  inches high at 
$20 per  inch.  Black and  white only, and  no 
frequency discounts. 
Advertising Closing Dates:  10th of sec-
ond  month prior to desired  issue  date  (i.e., 
January  10 is  the closing date for the March 
issue).  VAA  reserves  the right to reject  any 
advertising in conflict with  its  policies. 
Rates  cover one insertion per  issue. Classi-
fied  ads  are  not  accepted  via  phone. 
Payment must accompany order.  Word  ads 
may be  sent via fax (920/426-4828) or e-mail 
(classads@eaa.org) using credit card  payment 
(all cards  accepted).  Include name on card, 
complete address,  type  of card,  card  number, 
and  expiration date.  Make checks  payable to 
EAA.  Address  advertising correspondence to 
EAA  Publications Cl assified  Ad  Manager,  P.O. 
Box  3086,  Oshkosh,  WI 54903-3086. 
main  bearings, bushings,  master rods, 
valves,  piston  rings  Call  us Toll  Free 
1/800/233-6934, e-mail ramremfg@ao/.com
Web site www.ramengine.com VINTAGE 
ST.,  SPOKANE, WA 99202. 
Airplane T-Shirts 
150 Different Airplanes Available 
1 -800-645-7739 
BIPLANE ODYSSEY - Flying the Stearman 
to  every  U.S.  State  and  Canadian 
Province in  North America.  Hardcover. 
382  pages.  16 pages color illustrations. 
$25.  Mountain Press, 609-924-4002. 
A Web Site With The  Pilot In  Mind 
(and those who love airplanes) 
For sale, reluctantly:  Warner 145 &  165 en-
gines.  1 each,  new OH  and low time.  No 
tire kickers,  please.  Two  Curtiss Reed 
props to go with above engines.  1934 
Aeronca C-3 Razorback with  spare engine 
parts.  1966 Helton Lark 95,  Serial  #8.  Very 
rare,  PQ-8 certified Target Drone derivative. 
Tri-gear Culver Cadet.  See Juptner's  Vol. 
8-170.  Total  time A&E 845  hrs.  I just have 
too  many toys and  I' m  not getting any 
younger.  Find  my name in the Officers & 
Directors listing  of Vintage and e-mail or 
call evenings.  E.  E.  "Buck" Hilbert 
1940  Porterfield  Collegiate  LP-65,  201 
SMOH,  2614  TIAF  9/10  in/out,  always 
hangared,  1980  Oshkosh  Award  Winner, 
new annual.  $25,900.  254-412-0646. 
28  OCTOBER  2001 
Aircraft Exhaust Systems
Jlilllping Branch, WV 25969
30 different engines for fitting
Antiques, Warbirds, General Aviation
304-466-1724 Fax 304-466-0802
:::::; ---- C /--' II /!I( ' /f ' /,\:::::;
Don't compromise your restorotion with modern co verings...
finish the job correctly with authentic fabrics.
Certificated Grade  Acallan 
Early  aimalt callan 
Imported aima!t Linen  (beige  and  tan) 
German  WWl  Lozenge  print  fabric 
Fabric  tapes:  'rayed, straight, pinked  and  early  American  pinked 
Waxed  linen  lacing  cord 
Pure colton machine and hand sewing thread
Vintage  Aero  Fabrics, ltd. 18 Journey's  End,  Mendon,  VI 05701
tel : 802·786-0705 fox: 802·786-2129 website:  www.avdoth.com 
EM, in ar agreement with AeroPlanner.com, is pleased to announce an exciting
new fv\embership b e n e ~ t ... EAA Flight Planner. TaKe advanlof:le of the nevvest fv\emw
benefit by heading over to www.eaa.org.Click on the EM Flight planner icon,
get registered and log onto Flight planner to plan your next Right.
FREE  for  EAA  Members,  EAA Flight Planner: 
-.. Files,  stores and  retrieves your flight plans via  DUAlS 
-.. Displays your flight plan  on  an  interactive sectional  map 
-.. Provides a flight planning  "Wizard" for more flexibility 
-.. Will  "auto-route" based  on  your preferences 
~ Checks  NOlAMs and  MOAs along your route 
~ Checks  weather along your route 
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-.. Provides the ability to view and  print IFR  approach  plates 
-.. Stores  multiple aircraft profiles 
Maximize Your 
Membership ...      ~   ­
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At www.eaa.org  PLANNER 
Membership Services Directory-
President Vice·President
Espie  'Butch' Joyce  George Daubner
P.O.  Box  35584  2448 Lough  Lane 
Greensboro,  NC 27425  Hartford,  WI  53027 
336/668·3650  262/673·5885 
windsock@aol.com  antique2@aoJ.com
Charles W. Harris
Steve Nesse
7215  East  46th Sl.
2009  Highland Ave. 
Tulsa,  OK  74147
Albert  Lea,  MN 56007 
507/373· 1674 
David 8ennett Jeannie Hill
P.O.  Box  1188  PO.  Box  328 
Roseville,  CA  95678  Harvard, IL 60033 
916/645·6926  815/943·7205 
antiquer@inreach.com  dinghao@owc.net
Robert C. Brauer Steve Krog
9345  S. 
1002 Heather Ln.
Hartford, WI  53027

pholOpUot@aol.com  sskrog®aol.com 
John Berendt  Robert D.  "Bob" Lumley 
7645  Echo POint  Rd.  1265  South  124th Sl. 
Cannon  Falls,  MN  55009  Brookfield,  WI 53005 
507/263·24 14  262/782·2633 
fchld@rconnect.com lumper@execpc.com
Gene Morris
John S.  Copeland 
5936 Steve  Court 
Roanoke,  TX 76262
01532  817/491·9110 
1 A Deacon Street
cope:land l@juno,com
Dean Richardson
Phil Coulson 1429 Kings  Lynn  Rd 
Stoul(hton,  WI 53589
616/624·6490  dar@apriiaire.com
rcoulsonS 16@cs.com
Geoff Robison 
ROlet Gomoll 1521  E. MacGregor  Dr. 
New Haven, IN 46774
507/288·2810  chief70Z5@aol.com 
S.H. "Wes" Schmid
Dale A. Gustafson 2359 Lefeber Avenue 
7724  Shady Hills Dr.  Wauwatosa, WI 53213
414/77 1·1545
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920)  426·4800  Fax  (920)  426·4873 
Web Site:  http://www.eaa. arg and http://www. airventure.arg  £·Mail:  vintage @ eaa,arg 
EAA and Division Membership Services
800·843·3612 . , . ... .. .... FAX 920·426·6761
(8:00 AM-7:00 PM Monday-Friday CST)
• New/ renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
ational Association of Flight Instructors
• Address changes
• Merchandise sales
• Gift memberships
Programs and Activities
EAA Ai rVenture Fax·On·Demand Directory
... ......... . .. ... ........ 732·885·6711
Auto Fuel STCs .. . . .......... 920·426-4843
Build/ restore information ..... 920-426·4821
Chapters: locating/organi zing.. 920-426-4876
Education . ..... .. ... .. ..... 920·426·6815
• EAA Air Academy
• EAA Scholarships
Flight Advisors information .... 920-426·6522
Flight Instructor information ... 920-426·6801
Fl ying Start Program ........ , . 920-426·6847
Library Services/ Research .... , . 920-426-4848
Medical Questions ............ 920-426·4821
Technical Counselors ..... , ... 920·426·4821
Young Eagles ............ , ... 920·426-4831
Ai rcraft 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 informa·
920·426·4825 ... , . ..... .. FAX 920·426·4828
EAA Aviation Foundation
Artifact Donations . .. ........ 920·426·4877
Financial Support ... . . . . . . .. 800·236·1025
Division i5 available for $50 per year (SPORT 
Membership in the Experimental Aircraft Associ·
AVIATION magaZine not included). (Add $10
ation, Inc. is $40 for one year, including 12 issues of
for Foreign Postage. )
SPORT AVIATION.  Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is avail able at $23 annually.
Current EAA members may join the EAA War·
All major credit cards accepted for membership.
birds of America Division and receive WARBIRDS 
(Add $16 for Foreign Postage.) 
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
Current EAA members may join the Vintage
AVIATION magaZine not incl uded). (Add $7 for
Aircraft Associaton and receive VINTAGE AIR· 
Foreign Postage.)
PLANE magazine for an additional $36 per year.
magaZine and one year membership in the EAA
Current EAA members may rece ive EAA
Vintage Aircraft Association is available for $46
EXPERIMENTER magazine for an additional
per year (SPORT AVIATION magazine not in-
$20 per year.
cluded). (A dd $7 for  Foreigll  Postage.) 
magazine is available for $30 per year (SPORT 
lAC  AVIATION magazine not included). (Add $8 for 
Current EAA members may join the Interna· Foreign  Postage.) 
tional Aerobatic Club, Inc. Division and receive
tional $40 Please submit your remittance with a check or
per year. draft drawn on a United States bank payable in
EAA Membership, SPORT AEROBATICS  United States dollar s. Add required Foreign
magaZine and one year membership in the lAC Postage amount for each membership.
Gene Chase E.E. "Buck" Hilbert 
2159  Carlton Rd.  P.O.  Box  424 
Oshkosh,  WI  54904 
Union,  IL 60180 
920/23 1·5002 
Alan Shackleton 
P.O.  Box  656 
Sugar Grove,  IL 60554·0656 
630/466-4 193 
Steve Bender Dave Clark
815  Airport  Road  635  Vestal  Lane 
Roanoke,  TX  76262  Plainfield,  IN 46168 
817/491·4700  317/839·4500 
sst l ()()@1ema ii .msn.com davecpd@iquest.nel
Membership dues to EAA and its divisions are not tax deductible as charitable contributions. 
Copyright  ©2001  by the  EM Vintage Aircraft  Association 
All rights reserved. 
VINTAGE  AIRPLANE (ISSN 0091·6943) IPM  1482602 is pubtished and owned exclusively by the EM Vintage Aircraft Association 01 the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny 
Rd., PO. Box 3086, Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at  Oshkosh, Wisconsin 54901  and  at  additional mailing offices.  POSTMASTER: Send address changes to EM Vintage Aircraft Association, PO. Box 3086, 
Oshkosh, WI  54903·3086.  FOREIGN  AND APO ADDRESSES  - Please allow at  leastlwo months for delivery of VINTAGE AIRPLANE  10  foreign  and APO  addresses via  surtace mail.  ADVERTISING - Vintage Aircraft  Association  does 
not guarantee or endorse any product offered through  the advertising. We invite constructive criticism and  welcome any report  of inferior merchandise obtained through our advertising so  that corrective measures can  be  taken. EDITO· 
RIAL POLICY: Readers are encooraged to  submn  stories and photographs.  Policy opinioos expressed in  articles are ,,;eIy those  of  the authors.  Responsibility for accuracy in  reporting  rests entirely  wnh the cootributor.  No renumeration  is 
made.  Material  should  be "",t to:  Ednor, VINTAGE AIRPLANE, PO.  Box  3086, Oshkosh,  WI  54903·3086.  Phooe  9201426·4800. 
TIONAL  AEROBATIC  CLUB, WARBIRDS  OF  AMERICA  are  ® registered  trademarf<s.  THE  EAA  SKY  SHOPPE  and  logos  of the  EAA  AVIATION  FOUNDATION, EAA  ULTRALIGHT  CONVENTION  and  EAA  AirVenture  are  trade· 
marks of the above associations and  their use by any  person  other than  the above association  is strictly prohibited. 
a. Fleece Youth Vests 
· .. ........... V00587  $t 2.95 
These  soft fleece vests are  avail abl e in 
t'Oyal  blue.  grey.  and green. 
State size sm-xl. 
b. Travel Mug 
· ............. V00342 
Classic  stai nl ess  steel  mug with  plastic 
handle and  cap. Standard  base  fits most 
Cat'  cup  holders: 
c.  Leather Varsity Jacket 
· .......... md  V00344  $229.95 
............ Ig  V00345 
............ xl  V00346 
Leather and wool are combi ned  to create 
this classic  jacket with embossed  vintage 
airplanes  and  Vintage  logo  on  the  back. 
d. Embossed Denim Jacket 
·  . ........ . md  V0024 t  $65.99 
............ Ig  V00242 
... ... . .. ... xl  V00243 
............ 2x  V00244 
Cotton  denim  jacket with  Vintage  patch 
on  the  front and  embossed  pl anes  and 
logo on  the back. 
e.  Pocket Vest 
· ........... .. V00507  $29.95 
GI'eat for traveli ng.  this vest helps  to 
keep  your hands  free  for using a camera. 
caring luggage  or si mpl y great for around 
the  town  activities.  Comes  in olive or 
khaki  (not shown) . 
f.  Coffee Mug 
· ... .... ...... V00234  $4.95 
Enjoy your morning coffee with  this blue 
trimmed Vintage  logo  mug. 
920·426·591 2 
P.O.  BOX  3086 
e.  f. 
.. .. .. ... V00516 $64.99
Thi s dark navy kni t sweater has
cotton patches at the shoulder
and elbows and sports the
Vintage logo. Great for fall
Leather Bags
from Vintage Aircraft
n embossed logo graces each of
finely cr afted, genuine l eather
bags, whi ch come in ei ther tan or bl ack.
h. Leather PO(;ket _ . V00512 $46.95
Conveni ent phone/sunglass pocket
make this bag a defini te accessory.
Approximate size: 9"h x 6"w x 3"d
i. Leather Bac:kpac:k
. . ... . .... . .. V005 t t $49.95
Perfectl y sized wi th convenient
zippered pockets on the inside and
outside. Approximately: 11 "h x 9"w x 4.5"d
Flapped, soft leather bag has shoulder
. Approximate size: 7.5"h x 5"w x l .5"d
k. Leather Brlefrnse. V00510 $79.95
Crafted wiLh a rich design. thi s case has
several interi or pockets and goes from home
to the boardroom in style. Approximately
12"h x 16"w x 4.5"d
I. Golf Shirts . . . . . . . . . . . . $31.95
The Vintage logo gol f shirt is YOUI' versatil e,
comfol'tabl e. 100% combed cotton sport
shi rt for almost ever y acti vity.
sm V00538 md V00539
xl V00541 2x V00542
Ig V00540
Sill V00543
2x V00547
Ig V00545 xl V00546
md V00550 Ig V00552
2x V00554
md V00556 Ig V00557
2x V00559
m. WODlan's Blouse . . . . . . . $84.95
This lovely. cotton/poly bl end shirt is trimmed
with genuine Austri an crystals and is wr inkl e
free. Machine washabl e.
Vl0496 ..... .. ... . . Pink size 10
Vl0497 . . ... . ..... Black size 12
Vl0498 ...... •. .. Cream size 14
n. Safari Vest . . .. .. V00506 $39.95
Looking for a versatil e pocket vest, this
one is fOI' you. Back has Vintage Logo and
vent with adjustabl e side bel ls for a com-
fortabl e fit. Black, 100% cotton.
o. Vantage Caps ............ $12.95 
Choose  a colol' and  style  to  fit your 
personal  taste.  o. 
Stone .................. V00225 
Royal  Blue  .............. V00355 
Khaki  (nol sho\\ n) •••••••••••• V00356 
Olive  (1101  shOIl'Il)  •••••••••••• V00357 
Red  ................... V00359 
Maroon................. V00438 
Red  w/na\} (nol shown) •••••••• V0036 "1 
Khaki  w/na\'Y ............. V00439 
YellOW  w/navy  ............ V00435 
Natural wIred  (nOl 8hO\\Il)  •••••• V00436 
Red  w/black  ............. V00437 
p. Youth Camo Shirt  •••••••  $19.95 
Sport shirt features  foul'  buttoned  pock-
ets  and  Vintage  Logo.  Made of 65% 
poly/35% cotton and  is machine 
washable.  Youth  sizes: 
Sill  \100609  IIId 
Ig  V00611  xl 
q.  Ladies Scoop-neck Tee 
.............. \110485  $49.95  Q. 
Genuine Austria  crystals outline  the 
Vintage  logo on  this  navy SPOI't  tee.  95% 
cotton/5% spandex  fabl'ic  holds  it's 
shape  and  keeps  you  cool. 
r.  Select Bound Vantage Volumes 
Limited  quantities of Vintage  bound 
volumes  are available. 
1990 <lIId  before  .......... $25.00 
AJlel'  1990............... $30.00  800-843-3612 
s.  Youth Flight Jacket  $38.95 
This  classic jacket is sized  for young 
people.  Made  of nylon with  knit collar. 
cufrs.  and  waist.  Sports an  orange  linel'. 
Youth  sizes:  Sill  \100605 
IIId  \100606  Ig  V00607 
t. Novelty Dolls ..... VI0500  59.95 
A great conversation  pi ece,  these  dolls 
look clever standing by your airplane. 
Approxately three  feet  tall. 
u. Zippered Sweatshirt ..... 59.95 
50%  cottonl50% poly and  machine  wash-
able,  this top  has  an  elegant outline al'Ound 
the Vintage  logo  with genuine Austrian 
crystals.  Comcs  in  navy or forrest grecn. 
na\'Y IIId  VI 0489  navy Ig  Vl0490 
navy M Vl0491 
green IIId  V I 0492  green xl  VI0494 
P.O.  Box 3086  ORDER  ONLINE 
OSHKOSH,  WI  54903-3086  WWW.EAA.ORG 

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