G

N E

VOL. 33, No.4

2005

CONTENTS

Straight and Level

VAA News
Reminiscing with Big Nick

My 35-Year Love Affair Part II

by Nick Rezich

The Vintage Instructor

Patterns, Part II

by Doug Stewart

COVERS

FRONT COVER: Front and Back Covers: The rare Thruxton

Jackaroo was the brainchild of an RAF officer; 16 deHavil
land Tiger Moths were modified , and another 10 kits for the
modification were made. The four-seat biplane is doubly
rare in layout; the controls for the airplane remain in tan
dem configuration , both on the left side of both the front
and aft seats. See Budd Davisson's story beginning on
page 14.

EM photo by Jim Koepnick, shot with professional Canon

digital camera equipment. EM photo plane flown by Bruce
Moore.

Pass It To Buck

Super Preflight

by Buck Hilbert

10

Al Menasco Aviation Pioneer.

Part I

by Chet Wellman

14

Production Manager
Classified Ad Manager
Copy Editor

Tom Poberezny
Scott Spangler
H.G. Frautschy
Theresa Books
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Bartel
Julie Russo
Isabelle Wiske
Colleen Walsh

Cleveland Mechanical Brakes

by Dan McNeill

Director of Advertising

Katrina Bradshaw

Mystery Plane

Northeast: Allen Murray

Phone 6092651666, FAX 6092651661 email: alJellnwrray@millrisprillg.com
Southeast: Chester Baumgartner
Phone 7275730586, FAX 7275560177 email; cixlllml ll @millrisprillg.com
Central: Todd Reese
Phone 8004449932, FAX 816-7416458 .-mail: todri@Spcmag,com
Mountain & Pacific: Keith Knowlton & Associates
Phone 770-516-2743, FAX 7705169743 e-mail: kkllowitoll@eaa,org

A Thruxton Jackaroo

by Any Other Name Is Still a Jackaroo

by Budd Davisson

20

The Earth Inductor Compass

by Brice Goldsborough

22

2S

Type Club Notes

by H.G. Frautschy
26
30

STAFF

Calendar
Classified Ads

Publisher
Editor-in-Chief
Executive Director/Editor
Administrative Assistant
Managing Editor
News Editor
Photography

Display Advertising Representatives:

GEOFF ROBISON
PRESIDENT, VINTAGE AI RCRAFT ASSOCIATIO N

Volunteers and Chapters

Volunteers and Chapters are the

topics of discussion this month. Our
VAA volunteers have proven them
selves to be the cream of the crop.
During EAA AirVenture Oshkosh, the
Vintage area routinely attracts hun
dreds of volunteers. This past year,
436 volunteers put in 21,973 hours
to get the grounds ready and run the
Vintage area during EAA AirVenture.
In exchange for their hard work, we
try our best to go out of our way to
treat these fine folks to a good time.
I think this is reflected in the number
of repeat volunteers we see each year.
What is that one element that is
always present that convinces these
valued volunteers to return to EAA
AirVenture year after year? I hon
estly believe that it's "different strokes
for different folks." Each year we see
a large number of new people who
sign up to volunteer with us, and we
are increasingly convinced that we
are doing our best to retain each and
everyone of them. Again, this con
cept is best reflected by the number
of repeat volunteers we see each year.
Why do I think this is an important
factor to spell out to our member
ship? The answer is twofold. First, and
most important, we can never have
too many volunteers. Second, I can't
help but believe that there are still a
large number of EAA and VAA mem
bers who attend EAA AirVenture reg
ularly and are always looking to add
something new and fulfilling to their
Oshkosh adventure. Even if it's else
where on the field, I ask that you give
strong consideration to volunteering
some time to this great organization. I
look forward to seeing you out there.
Speaking of volunteers, I wanted
to take a moment to comment about
the value of our Vintage Chapters. It

seems to me that we continue to see

bigger and better things coming out
of our relationships with these Chap
ters and their members. You folks are
all important to the overall well-being
and the many successes of the Vin
tage organization. One individual re
ally must be mentioned here as the
unsung hero of all the Vintage Chap
ters. That person is Robert "Bob"
Brauer. Bob is a longtime director
serving on the Vintage board of direc
tors. For as long as I can remember,
Bob has been the VAA Chapter cheer
leader who has constantly served as
the administrator and recruiter for
our many Vintage Chapters. He also
is our board member liaison with the
EAA Chapter office. For many years,
this has long been a year-round ef
fort by Bob as he responds to the vari
ous inquiries about VAA Chapters and
ultimately sells the benefits of estab
lishing a local Chapter in a particular
region. Thanks, Bob, for all your ef
forts in administering the VAA Chap
ter program for all these years.
As a lot of you are aware, many
VAA Chapters also playa vital role at
EAA AirVenture each year. These vol
unteers provide a myriad of services
to the Vintage area. It all begins long
before the event, with the volunteer
work weekends that are scheduled
beginning in May of each year. This
year's weekends are May 13-15, June
17-19, and July 8-10. VAA Chapters
are also engaged in a number of EAA
AirVenture member services, and all
their efforts are sincerely appreciated.
Many of you recently received a let
ter from me personally requesting your
support of the VAA Friends of the Red
Barn fund. This opportunity to finan
cially support your organization may
prove to be a good opportunity for you

to help make a difference at this year's

event. Please be assured that on what
ever level you may choose to partici
pate will be sincerely appreciated.
I also wanted to mention that, al
though each year we see a good
number of key Chapter officers and
individual leaders participate in the
Friends of the Red Barn fund, we saw
a donation this year that really set me
back on my heels. When Chapter 10
in Tulsa made a Chapter donation
last year, we were all pleasantly sur
prised, and now, another chapter has
stepped up to the plate. VAA Chapter
11 in Brookfield, Wisconsin, recently
made a Diamond level donation to
the Friends of the Red Barn fund.
To me, this is truly an exceptional
gesture by the membership of Vin
tage Chapter 11. It's one of the groups
who always plays a vital role in vol
unteering personal time at EAA Air
Venture each year. These are the guys
and gals who operate Toni's Trolley
in the Vintage area. They drive a van
around the Vintage area during the
convention and offer free shuttle ser
vice to our fly-in members who park
their aircraft in the Vintage area.
Our sincere thanks go out to all the
members and officers of VAA Chapter
11. For you to share your hard-earned
treasury with the entire Vintage mem
bership in this manner is truly above
and beyond the call of duty.
Anyone feel challenged out there?
How about you folks in VAA Chapter 37?
Oh yeah, I almost forgot, I'm the
treasurer of VAA 37. I'll have to look
into that!
Let's all pull in the same direction
for the good of aviation. Remember,
we are better together. Join us and
have it all.
A~
VINTAGE AIRPLANE

New VAA Chapter

Congratulations to the new
members of VAA Chapter 38
in Columbus, Ohio. In mid
February VAA 38 received its
VAA Chapter charter, making
it the newest member of the 18
VAA Chapters in good standing.
For information about Chapter
38, contact president Perry
Chappano, 614/485-9354, e-mail
poiestar@ameritech.net. We look
forward to hearing what they're
up to in the coming fly-in season.
If you'd like to know more about
creating a VAA chapter in your
area, contact Troy Toelle in the
EAA Chapter Office at 920/426
6847, e-mail chapters@eaa.org, or
contact the VAA board member in
charge of VAA chapter relations,
Bob Brauer, 773/779-2105 or e
mail photopilot@aol.com. You
can also learn about chapter
formation on the Web at www.
eaa.org/chapters/de(ault.asp. For
the location of the nearest VAA
Chapter, log on to www.eaa.org/
chapter/chapter_locator.html.

VAA Work Weekends

In just a few short weeks the
snow will be gone here in central
Wisconsin, and our thoughts will
once again turn towards the fly-in
season. Each year there are plenty
of tasks to perform as we prepare
the VAA area for EAA AirVenture
Oshkosh 2005. This year, we'll be
holding a trio of work weekends
to get the VAA Red Barn and other
facilities ready for our visitors. The
dates are:
May 13-15
June 17-19
July 8-10
To confirm your participation,
please contact Bob Brauer,
773/779-2105 or e-mail
photopilot@aol.com. We can always
use your help. Last year, for
instance, the Red Barn's porch was
pressure washed and refinished,
and ongoing replacement and
2

APRIL 2005

maintenance of windows in the

Red Barn and Volunteer Center
were accomplished, along with a
new back door for the Red Barn.
Come and join the fun!

AirVenture Attractions
It's going to be a banner year
for EAA AirVenture! On the
modern front, SpaceShipOne,
with its carrier ship White Knight,
will be here, along with the Scaled
Composites crew that made it all
happen. In addition, Steve Pitcairn
is flying his Miss Champion Pitcairn
PCA-2 autogiro Miss Champion to
the annual fly-in, where he will
donate the historic rotorcraft to
the EAA AirVenture Museum. After
the annual convention, it will be
placed on display in EAA's Pitcairn
Hangar at Pioneer Airport. This
may very well be the last time
you'll get to see Miss Champion in
flight. How could you miss that?
For more information about
attending EAA AirVenture, visit
www.airventure.org. Remember, all
aircraft eligible for judging within
the VAA judging guidelines are able
to park in the VAA area. Historically,
the convention grounds have
never closed to judging-eligible
aircraft for parking.

EAA-FAA Forge
a Unique Partnership
It should be no mystery why the
FAA's senior managers attend EAA
AirVenture Oshkosh each year
they can meet face to face with
a broad spectrum of the aviators
they serve. A better question
might be why these same senior
managers would brave a Wisconsin
winter for a two-day summit at the
EAA Aviation Center on February
16-17 Because avia tion safety is
important to both organizations,
said EAA President Tom Poberezny.
Nine senior FAA representatives
joined EAA staffers for a long
range planning summit:
- John Hickey, FAA aircraft

certification services director

- Jim Ballough, director, flight
standards service
-Martin Weaver, manager,
light-sport aviation office
- Frank Paskiewicz, manager,
production/airworthiness
certification division
- Scott Sedgwick, manager,
standards office, small aircraft
directorate
-Joe Tintera, manager,
regulatory support division
- Anne Graham, assistant
manager, general aviation
division
- Carol Giles, deputy director,
flight standards service
- Dave Cann, manager, aircraft
maintenance division
EAA provides a number of
proactive safety programs to
its members such as Technical
Counselors, Flight Advisors, and
EAA SportAir Workshops because
safety is rooted in doing things
right, and with high standards.
In this tradition, EAA helped
the FAA develop and implement
the Amateur-Built DeSignated
Airworthiness Representative
(AB-DAR) program. "EAA doesn't
only talk about issues, we work
constructively and cooperatively to
get things done," Poberezny said.
Because of this , the organizations
have agreed to annual summits.

Vintage Aging Aircraft

During the summit, the FAA
agreed to look at how it examines
vintage and aging aircraft. Of
particular note were discussions
on the availability of acceptable
data in support of restoration,
alteration, and maintenance of
older aircraft. Over the coming
months EAA and its Vintage Aircraft
Association division will submit
recommendations to the FAA,
which will use this information in
a report and action plan that could
possibly be ready by EAA AirVenture
.......
Oshkosh 2005.

The 200S Friends of the Red Barn Campaign

Many services are provided to vintage aircraft en

thusiasts at EAA AirVenture Oshkosh. From parking
airplanes to feeding people at the Tall Pines Cafe and
Red Barn, more than 400 volunteers do it all. Some
may ask, "If volunteers are providing the services,
where is the expense?"
Glad you asked. The scooters for the flightline crew
need repair and batteries, and the Red Barn needs
paint, new windowsills, updated wiring, and other
sundry repairs, plus we love to care for our volunteers
with special recognition caps and a pizza party. The
list really could go on and on, but no matter how
many expenses we can point out, the need remains
constant. The Friends of the Red Barn fund helps pay
for the VAA expenses at EAA AirVenture, and is a cru
cial part of the Vintage Aircraft Association budget.
Please help the VAA and our 400-plus dedicated
volunteers make this an unforgettable experience for
our many EAA AirVenture guests. We've made it even
more fun to give this year, with more giving levels to
fit each person's budget, and more interesting activi
ties for donors to be a part of.
Thank-You Items
by Level

Access to
Volunteer
Center

Your contribution now really does make a differ

ence. There are six levels of gifts and gift recognition.
Thank you for whatever you can do.
Here are some of the many activities the Friends of
the Red Barn fund underwrites:
Red Barn Information Desk Supplies
Participant Plaques and Supplies
Toni's Red Carpet Express Repairs and Radios

Caps for VAA Volunteers

Pizza Party for VAA Volunteers

Hightline Parking Scooters and Supplies

Breakfast for Past Grand Champions
Volunteer Booth Administrative Supplies
Membership Booth Administrative Supplies
Signs Throughout the Vintage Area
Red Barn and Other Buildings' Maintenance
And More!

Two Passes
to VAA
Volunteer
Party

Close Auto
Parking

2 Tickets

Full Week

2 People/ Full Wk

2 Tickets

2 Days

1 Person/ Full Wk

1 Ticket

Donor
Appreciation
Certificate

Diamond , $1,000

2 People/Full Wk

Platinum, $750

Gold, $500

Silver, $250

Bronze, $100

Loyal Supporter,
$99 & Under

Special
FORB
Badge

Special
FORB
Cap

Tri-Motor
Ride
Certificate

Two Tickets
to VAA
Picnic

Name Listed:
Vintage, Web
& Sign at
Red Barn

Breakfast
at Tall Pines
Cafe

VAA Friends of the Red Barn

Name_______________________________________________________EAA#________ VAA#________

Address__________________________________________________________________________City/

State/Zip____________________________________________________________________________

Phone________________________________________E-Mail____________________________________

Please choose your level of participation:

___ Diamond Level Gift - $1,000.00

Silver Level Gift - $250.00

___ Bronze Level Gift - $100.00

___ Platinum Level Gift - $750.00

___ Loyal Supporter Gift - ($99.00 or under) Your Support $ _ _

_
Gold Level Gift - $500.00
o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)
Mail your contribution to:
o Please Charge my credit card (below)
Credit Card Number ________________________ Expiration Date ______
Signature__________________________________

EAA, VINTAGE AIRCRAFT ASSOC.

PO Box 3086
OSHKOSH, WI 549033086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for
a matching donation . Please ask your Human Resources department for the appropriate form.

NameofCompany~~~----~~~~~--~~--~~~~~--~~~~~~~

The Vintage Aircraft Association is a non-profit educational organization under IRS SOIc3 mles. Under Federal Law, the deduction from Federal Income tax for
charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or
services provided in exchange for the contribution. An appropriate receipt acknowledging YOllr gift will be sent to you for IRS gift reporting reasons.

VI NTA GE AIRPLANE

REMINISCING WITH BIG NICK

My 3S-YEAR LOVE AFFAIR

(PART II)

Reprinted from Vintage Airplane September 1974

Nick Rezich
All Photos Courtesy the Nick Rezich Collection

My favorite story about the Ca

det is a chapter in aviation history.
This particular flight didn't receive
the publicity it warranted, but be
lieve-you-me, it was historic.
It was February 16, 1941, when
Dr. Cecil Smith and fellow dentist
Dr. Joseph Lorenz of Burlingame,
California, took off from Mills
Field, San Francisco, California, in
a Continental 75 powered Culver
Cadet called the Twerp . They were
headed for a tour of Central and
South America . Smith had owned
six different lightplanes before buy
ing the Cadet. He bought the Twerp
for this trip because of its perfor
mance and range . The only op
tional equipment bought with the
airplane was the IS-gallon auxil
iary tank, which gave them a cruise
range of 1,051 miles, a Kollsman
sensitive altimeter, rate of climb,
and a turn and bank indicator.
Their cargo consisted of 12
4

APRIL 2005

pounds of maps and papers, emer

gency tools, tire pump, tie-down
ropes, floatation gear, machete, gun
and ammunition, 2 gallons of wa
ter, 15 pou nds of beef jerky, plus
personal luggage consisting of toi
let articles, socks, underwear, and
cameras ... yes! All that went into
the Cadet! Oh yes! I almost forgot
Smith and Lorenz wore glasses, so a
spare pair of each was also carried.
Now get out your world at
las and ruler and follow this little
jewel. The first stop out of Frisco
was San Diego for their clearance.
The Twerp was cleared the same as
a steamsh ip-Port Bill of Health,
Cargo Manifest, etc. The passen
ger list was eliminated by signing
Lorenz on as a crew member. The
next stop was Hermosillo, Mexico,
where they spent the night.
The next morning it was on to
Mazatlan . They covered that leg
of 590 miles on 17 gallons of gas.

Guadalajara was made by night

fall. They spent two days each in
Mexico City, Mexico, Guatemala
City, Guatemala, and Managua, Ni
caragua, and then flew on to Da
vid, Panama. The next morning
after landing there, they phoned (at
7:00 a.m.) for permission to enter
the Panama Canal Zone. They re
ceived instructions on how to enter
the zone and were given an explicit
route to fly into France Field.
It was good that they flew as in
structed, as they were met at the
channel by interceptors and guided
into France Field, landing at 9:30
a.m. There they were checked thor
oughly and granted permission to
fly without cameras over any part
of the Zone . They left Panama at
2:00 p.m. and landed at Turbo, Co
lumbia, at 4:30 p.m.
At Turbo they landed at an emer
gency field washed by the spray of
the Gulf of Uraba and protected

Big Nick poses in front of his Culver, and a friend does likewise with his Monocoupe 90A in the background. All the photos
are from the 1940-44 era.

from high tides by a dike. The only

building was a mission where they
spent the night as guests of the
Catholic fathers. Supper that night
consisted of two cans of sausages,
crackers, and beer. They did not get
much sleep because half the night
was spent checking the tiedowns
on the Twerp because a raging storm
was in progress.
The rain belt extended the length
of the continent, and Smith and
Lorenz's concern was to get to Cali,
Columbia, flying over 300 miles of
the worst jungle in South America
where the re was, at least, a han
gar for the Twerp. With no weather
report from Cali, they took off at
10:00 a.m . the next morning, fol
lowing the Atrato River until it dis
appeared below the cloud layer they
were forced to overfly to clear the
fast-rising Andes ahead of them. Af
ter five hours they broke out and
followed a railroad to a narrow
notch in the Andes to Cali.
The next leg was to Quito, Ecua
dor. When the Twerp left Cali, the
pilots had been warned not to land
outside of military fields. To en
force the warning, the Cadet was
escorted to the border.
At Quito the airport was fogged
in, so they flew on ... IFR, VFR, IFR,
VFR . .. with compass and altime
ter as their only means of success
fully threading their way through
narrow canyons in a blinding rain.
They pushed on for 500 miles and
landed at Guayaquil where the
Twerp took on 18 gallons of gas
not bad gas mileage for 500 miles.
It was still raining, and it ap
peared that another big storm
would hit Guayaquil's airport, so

the Cadet roared off for Talara,

Peru, where they spent the night.
On February 27 the dentists took
off for Lima. This leg was covered
in five-and-a-half hours; then it was
on to Arica, Chile, a 690-mile leg
flown in five hours and 45 minutes.
After 11.25 hours of Culver time
that day, a night's rest and some
sightseeing were well earned.
The next day, however, Smith

THE CADET WAS

AWARDED A FREE
HANGAR FOR THE
NIGHT IN RECOGNITION
BY THE LOCAL PEOPLE
OF THE AWESOMENESS
OF THEIR FEAT.
and Lorenz headed southward
again, down the Pacific Coast of
Chile to Antofagasta ... where they
encountered their first mainte
nance problem, an oil leak. They
spent two hours trying to locate the
source of the leak, but failed to find
it. They tightened everything in
sight and took off for Vallenar, site
of a Pan-American emergency strip,
where they spent the night.
The following morning saw fur
ther attempts to stop the oil leak
and a takeoff for Santiago. There,
Pan-American mechanics washed
down the engine and found the

leak-it was coming from a crack

in the oil radiator. The mechanics
soldered the crack, and by noon the
next day the Cadet was off for Men
doza, Argentina.
This short leg of only about 150
miles between Santiago and Men
doza would be the ultimate test of
the Culver's performance, for it in
volved crossing the backbone of the
Andes, past the 23,834-foot peak of
Aconcagua, the tallest mountain
in South America, and through the
Uspallata Pass. This involved the lit
tle over-grossed Cadet climbing to
17,000 feet for safe passage through
the pass. The Uspallata is probably
the windiest and roughest pass in
the world-test balloons have re
corded winds to 200 mph.
Smith and Lorenz received a
weather report from Pan-Am that the
pass was clear, but winds up to SO
mph were blowing and were predicted
to increase even more. They were ad
vised not to go. The two were anxious
to try it, however, so they fired up the
Twerp and were on their way.
Aft er circling the field to 10,000
feet, they headed the Cadet for the
pass . The ride through was one
Smith and Lorenz will never for
get. It was slam-bam all the way,
but they made it. The Culver Ca
det was one of the first production
lightplanes to cross the Andes and
undoubtedly the first ever to make
the crossing in a "touring" config
uration, that is, with a full load of
gasoline, baggage, and both seats
occupied. When they landed at
Mendoza, the Cadet was awarded
a free hangar for the night in rec
ognition by the local people of the
awesomeness of their feat.
VINTAGE AIRPLANE

Chud Hanell, a race driver who worked at Howard Aircraft, and Big Nick in
his Culver.

At noon on March 4, the Ca

det zipped across the Rio de la Plata
headed for Porto Alegre, Brazil. After
five hours of bucking 60 mph head
winds, however, they landed at the Air
France field at Pelotas, Brazil, for the
night. The next morning they were off
for Porto Alegre where they filled up
on gas and water and went on to Rio.
There, they again had the oil radiator
soldered and, as an added precaution,
wired the United States for a new one
to be air expressed to Para, Brazil.
Leaving Rio, they headed into the
state of Bahia. Rio had wired ahead
for a supply of gas, and at their next
stop, a tanker with 350 gallons of gas
was waiting. When they ordered 30
gallons, the attendant refused, say
ing the gas was for a Pan-Am airliner.
Smith and Lorenz tried to explain
that the fuel was for the Twerp, but
all the guy would do was shout,
"Pan-American! Pan-American!/I No
one ever heard of a lightplane being
6

APRIL 2005

able to fly from Rio into Bahia and

only needing 30 gallons of gas!
By now the oil radiator had de
veloped a really bad leak-and there
were no facilities to fix it. The den
tists took off anyway, oil leak and
all. Two hours out over Pernambuco
state at 6,500 feet-over the jungle
the engine started to go. Twenty min
utes later it froze. The ocean was too
distant, so they headed for the jun
gle and its headhunters. Frantically
looking for a clearing, they spot
ted a sand bar in the distance that
looked promising and headed for it,
wheels up for max glide. As they ap
proached the clearing, it looked like
they could put it in wheels down
so they tried it.
The Cadet sailed over the edge of
the clearing by a mere 35 feet and
settled in on the sand. The wheels
dug a 4-inch trench for about 50 feet
before the left strut broke and the
left wing dug into the sand, bringing

the bird to an instant halt.

Smith and Lorenz sat for a few
minutes, dazed but unhurt. Finally,
Lorenz said, "I believe we have ar
rived./I When they climbed out,
natives appeared from everywhere
no, not headhunters, but friendly
natives. Next came the sign lan
guage, which eventually resulted in
the dentists spending the next sev
eral days on horseback and nights in
native huts until they reached Bar
reirinha, where a chartered plane
flew them back to civilization.
Today a monument of wood and
fabric lays on a sand bar in South
America-a tribute to a great air
plane, the Culver Cadet.
Up to the point of the forced land
ing, the doctors had covered some
12,000 miles, averaging 30 miles to a
gallon for a total flying cost of $300!
Hey! Piper, Beech, Cessna-Can you
top that on 75 hp? Progress? Bah!
Al Mooney ... genius!
How about you Culver owners
in the Bay area see if these two fine
pilots are still around and invite
them to the next Culver Club get
together. I promise two most inter
esting speakers. In fact, I'd like to see
some sort of recognition for these
two men ... maybe in the form of a
plaque. I would be willing to throw
in 20 bucks toward it-how about it,
Culver owners?
Remember, there are those that
have and those that haven't ... yet!
Editor's Note: We'd be curious to
know if anyone ever found Lorenz or
Smith, the touring dentists. If Big
Nick has any of you Culver enthu
siasts stirred up as a result of his
article, you might want to join one
of the Culver type clubs. 2005 con
tact info:
Culver Aircraft Association, 281
351-0114 or dann@gie.com
Culver Club, 641-938-2773 or a
ntiqueairfield@sirisonline.com
Culver Dart Club, 419-734-6685
or washlloydburn@cros.net
Culver PQ-14 Association, 949
495-4540
.....

DOUG STEWART

Patterns, Part II

Last month I described an inci

dent that occurred in the pattern of
my local airport, where a fast-flying
aircraft on a long straight-in final al
most gobbled up a slow and stately
Champ as it was turning from base
to final. I didn't describe the pilot of
the fast airplane as a turkey, but I did
allude to how hawks and eagles and
some other birds of prey will join in
midair for the propagation of their
species. However, when airplanes do
the same thing, the only thing that
is spread is pieces and parts all over
the ground.
And the statistics appear to show
that when airplanes do that, they are
usually either in, or near, the traffic
pattern of an airport. It would cer
tainly behoove us, therefore, to be
extremely vigilant in our scan for
other traffic whenever flying in, or
near, the traffic pattern. And it would
also help the sustaining of the spe
cies Homo pilotiens if we all flew the
traffic patterns of our airports adher
ing to the proper procedures for do
ing so.
These procedures standardize not
only how we fly the pattern, but
also how we should operate on the
ground. They give guidance on how
we should enter and depart the pat
tern, the altitudes we should use,
and the distance we should main
tain from the runway. They deter
mine who has the right of way in the
traffic pattern, and advise how we
should use our radios.
Some of these procedures are reg-

ulatory. For example FAR 91.111 (a)

states: "No person may operate an
aircraft so close to another aircraft
as to create a collision hazard." And

If you are at

pattern altitude,

you should be

able to see all

the other aircraft

that might be in

the pattern.

FAR 91.113 (g) says: "Aircraft while

on final approach to land, or while
landing, have the right-of-way over
other aircraft in flight or operat
ing on the surface, except that they
shall not take advantage of this rule
to force an aircraft off the runway
surface ... . When two or more air
craft are approaching an airport for
the purpose of landing, the aircraft
at the lower altitude has the right-of
way, but it shall not take advantage
of this rule to cut in front of another
which is on final approach to land or
to overtake that aircraft."
The Aeronautical Infonnation Man
ual (AIM), while not regulatory in
nature, has a great deal of useful

information that goes a long way

in standardizing the procedures
we should use in the pattern. I cer
tainly don't have the space to repro
duce the important parts here, but
I would strongly suggest that you
review Chapter Four, in particular
4-1 -9, 4-2-2, and most of section
3, which deals with airport opera
tions. It might be possible that the
last time you reviewed the AIM was
quite some time ago, so a little re
freshing couldn't hurt.
I have spent quite literally several
thousand hours flying in traffic pat
terns, and I have a few suggestions
that I would like to offer, based on
my observations. At the top of the
list I would like to repeat something
I mentioned in the last article. That
is, the most important piece of colli
sion avoidance equipment we have
is our eyes. It is absolutely the last
defense, when all else has failed, in
providing separation between us
and other aircraft.
Next is that you fly the pattern
with precision. Pattern altitudes, par
ticularly at nontowered airports, can
vary anywhere from 600 feet AGL up
to 1,500 feet AGL. Know what the
correct pattern altitude is for the air
port at which you are flying. If you're
not sure, look it up (after all, the regs
say that you will obtain all available
information prior to a flight). The
Airport Facility Directory (AFD) would
be a good place to find that informa
tion. And then be sure to fly that alti
continued on page 28
VINTAGE AIRPLANE

E.E. "BUCK" HILBERT

Super Preflight
Reprinted from the April 1989 issue of Vintage Airplane
Springtime? Soon, I hope!
I can tell by the familiar Airplane Disease itch. It's
time! Time for that spring break and getting the wind
wagons up there in the air where they belong. Before
we fly though, there are a lot of little things we had
better do. Yep! Here comes the annual spring preflight
lecture you've heard so many times before. Well, if you
have already read and know all this, skip on to some
thing else-on second thought, maybe you'd better
skim it over, just in case.
Our machines here at the Funny Farm hardly fly at
all in the wintertime. With the usual snow accumu
lation, we just shut down after the first big snow and
don't open the hangar doors again until the frost is out
of the ground. This applies only in the event that we
don't have an extreme emergency, such as a beautiful
day with temps in the upper 30s when it'd be a crime
not to fly. But enough of that.
Our biggest off-season problem is mice. Them lit
tle meeces love airplanes to pieces. I never had fig
ured out how they can thrive inside a tin airplane
with fiberglass insulation and just about nothing to
eat in the entire machine, but they do here at the
Funny Farm. I went flying after coming home from
my West Coast vacation in December. I was in the
Cessna 175 at 2,500 feet doing lazy-eights, and a little
creature sticks his head out of the wing root just a bit
above eye-level as though asking if I forgot how to fly
straight and level. When we got down, out came the
D-Con and mothballs.
But let's start at the begin
ning, as though we were do
ing an ordinary preflight, and
then we'll amplify it a little.
Start in your usual way. Sit
down in the cockpit and check
the paperwork. Are we still in
license? If you've got radios, is
the ELT listed on the station li
cense? You guys without elec
trical systems, wipe that grin
off. You need a license, too.
Are you
8

APRIL 2005

The FCC says an ELT is a transmitter, which it is, so get

an application and get legal! (Wait! In 2005, you don't
need a station license for the airplane's radios, unless you're
traveling abroad with the airplane. In Mexico and Canada,
you still need the restricted radiotelephone license you may
have been issued years ago if you became certificated prior
to the 1990s. -HGF)
While we're in the cockpit, let's check the seat belts
and shoulder harnesses, the seat tracks, the carpet (to
see that it doesn't interfere with the tracks) and give a
good look around in general. Controls all free? Rudder
pedals work all right? Brakes have pressure?
Does the fuel selector move? Gauges read anything?
Are there any signs of seepage (fuel stains) in and
around the gauges, primer, and fuel lines? That's the
quickest way to find a fuel leak, spotting the stains left
by the evaporating fuel. When you get outside, check
the little drain holes in the belly beneath the fuel selec
tor. They can tell you if the fuel pump packing or "a"
rings have sprung. Try the primer-does it?
How does the panel look? The instruments aren't
full of water or anything, are they? The master switch,
does it click the solenoid? Is the battery up? How about
all the warning lights? Man, I could go on all day, but
these items are nothing new. They're supposed to be
checked on every preflight, without any conscious ef
fort. But you 're probably out of practice, and this pre
flight has to be a good one so everything will go right
and we can enjoy.
Well, if you're satisfied with
all the stuff inside, let's go out
side. On the way, check the
door hinges. Better lube 'em.
Have you priced one lately?
How about the door latches,
too, while we're at it.
Tell you what, first let's walk
all the way around the airplane
and just look. Hah! There's
where my buddy ran over that
runway marker last fall and
scratched the paint off the
legal?

wheel pant. My gosh, the decal is partly gone off the

prop, and look there, some dirty bird has been perch
ing on top of my tail beacon. What a mess!
Well, that's what's readily noticeable. Let's get down
to the nitty. Strip off enough cowling to get a good,
long look at the engine compartment. How are the
fuel drains and the gascolator? While we're in there,
let's look at the stacks and the SCAT tubes and check
the flapper door on the carb heater. Do all the engine

ment and especially the battery, let's check the prop.

Got the keys in your pocket or visible on the top of
the glareshield? Pull the prop through about six blades
and then on the next four or six, count the cylinders
as you go by them. Are they all there? This is known as
the poor man's compression check. If you fall flat on
your face where there is supposed to be a cylinder on
compression, maybe we have a valve stuck open. How
about the prop itself? Is it all there and reasonably free
of nicks and scratches?
Back to the airframe. Tires? Are the wheelpants free
of mud and stuff so the wheels turn free? Strut infla

Unbutton as much as you can.

controls work? How do the intake tubes look? What

about the wires, both primary and secondary? Baffles,
oil leaks, and sanitation? See any rust or dirt pockets?
Check any and all external lines, generator/alternator
brackets and belts. Can you see the battery water level?
Any corrosion in that area? Keep looking. What you
find now might save lots of time and embarrassment
later. Oh yeah, how about the oil quantity?
When you're satisfied with the engine com part

tion? Do the scissors need lube? Hey, it's your airplane.

You gotta make sure on these things. Even if you're
hero enough not to be worried about the safety angle,
give some thought to the expense if a tire goes flat or a
strut doesn't absorb the shocks like it's supposed to.
Let's look at all the control surfaces. Flaps, too, and
trim tabs. Check 'em all, and don't forget the static, pi-

tot, and vent lines. Even though I didn't mention it be

fore, how'd the carb air intake look?
Hey, I've had about enough of this looking stuff.
Let's clean the windows, top the tanks, do a really
-z:;2,.
'
good run-up, and go fly!
Over to you,
c..fL../t<..CJG
VINTAGE AIRPLANE

Al Menasco

Aviation

Pioneer...

Part I (of two parts)

Reprinted from Vintage Airplane April 1985
CHET W ELLMAN

AI Menasco at age 87 in 1984.

In collaboration with Miss Helen

Holum, Menasco Inc.
lbert Sidney Menasco
(EAA 120764), the de
signer and builder of
the line of Menasco en
gines, first saw the light
of day on March 17, 1897, and it
is rumored that as soon as he was
alone in his crib, he suddenly sat
up straight and said, ''It will be four
cylinders and inverted." Al made
this dream come true.
His early childhood in Los An
geles was filled with more than
his share of troubles. When Al was
about 5 years old, standing by his
back door, a local neighborhood
bull y was fooling around with a
handgun. Carelessly, or on purpose,
the gun was discharged and Al was
shot in the stomach. Rushed to the
hospital as speedily as possible by a
horse-drawn ambulance, he arrived
there two hours later.
Al says, "It was at this same time
th at President McKinley was also
shot in the stomach. Unfortunately,
he developed peritonitis and died,

10

APRIL2005

while I survived." Shortly thereaf

ter, AI's mother died and, perhaps,
the shooting was the contributing
cause. Because of his inability to se
cure proper care for Al and his sister
while he was at work, his father was
forced to put them in an orphanage
in Los Angeles.
A few years later, his father remar
ried. His bride was a German girl
who was well educated and a con
cert cellist who performed with the
Philharmonic Orchestra . Her son
by a first marriage, Ferde Grofe, was
also an accomplished musician and
composer whose best known work
is the "Grand Canyon Suite." Al re
joined his father and his new step
mother, who soon determined that
what Al needed was some proper
bringing up and discipline. So she
summarily enrolled Al in a German
Grammar School in Los Angeles.
However, Al did not take kindly to
the strict discipline. "I began skip
ping school from time to time and,
at age 11, I ran away from home to
see what was on the other side of
the mountain. For this, I was sent
to Juvenile Hall in Los Angeles."

Good behavior by AI, believe it

or not, brought an early release and
Al asked for, and sec ured permis
sion, to live with his older brother,
Milton, a sign painter earning $4
per week. Milton also attended art
school at night. This money had to
stretch because in 1908-09, there
were no such things as minimum
wages, food stamps, food give
aways, aid to dependent children,
low-cost housing, public aid, and
many other such programs . Each
household had to stand on its own
feet. Al had never heard of such
programs, so he took it upon him
self to help. He scoured the city
for any kind of honest job or work
he could do. Al says he even had a
"soft" job for a while-working as a
movie extra.
"After graduating from art
school, my brother, whose finances
had improved, took in two of my
sisters and insisted that we all at
tend school on a regular basis-so I
tried," says AI.
For two years Al attended the
Manual Arts High School in Los An
geles. It was here that Al met his

lifelong friend, Cliff Henderson,

who later staged the Cleveland and
Los Angeles National Air Races. The
two of them joined the local Aero
Club and began making model air
planes and gliders, using their bi
cycles as wind tunnels to test their
creations.
At this point, I submit a speech
made by Al to the Menasco Man
agement Club on January 29, 1969
(courtesy of Helen Holum and Me
nasco Inc., A Division of Colt In
dustries). This is reprinted verbatim
because no one could improve on
AI's own story of the events he de
scribes. The speech follows, with
the introduction ... C.W.

The Founder's Story

Al Menasco, founder of the pres
ent Menasco Manufacturing Co.,
made the following speech to the
California Division's Management
Club on January 29, 1969. Mr. Me
nasco has been mentioned in many
historical aviation accounts, but his
full story has never been told. He is
now in his early 70s and a prominent
rancher in the Napa Valley. Menasco
Manufacturing is proud to reprint
the talk, which he gave to some 175
employees, who gave him a standing
ovation when he was finished. The
words are Mr. Menasco's ...
"It's a tremendous thrill for me to
see more people here tonight than
encompassed our whole organiza
tion for so long. But we had quality
control, we had production con
trol, all kinds of controls. I think I
controlled them all.
"It was suggested that perhaps
you would most like to hear how
this all started, from the very begin
ning. It started a long time ago
I was only a kid, barely started in
high school when there was an avi
ation meet at Dominguez, which
was about half way to Long Beach
on the Red Car Line. I guess the sign
is still there-Dominguez Station.
The first aviation meet in America
was held on a plateau there where
the Dominguez oil field now exists
and it caught my fancy.

Chet Wellman and AI Menasco at AI's home at St. Helens, California in the spring
of 1984.

"I went out there on the Pacific

Electric Red Car the first day because
it was raining. This was 1910 and
among those present where Orville
and Wilbur Wright, Glenn Curtiss,
Santos Dumont from Brazil with
his Demoiselle monoplane, Bleriot
who flew the channel in 1909. All
of those names were there, includ
ing many others, such as Hubert
Latham and his Antoinette, Louis
Paulham with his biplane, who ac
tually was the star of the meet as
far as flying time was concerned. I
was forever captivated by the scene.
However, I went back to school.
"In 1911 they repeated a very
successful meet. So I rode my bicy
cle out there. I sort a ditched school
for most of the ten days the meet
lasted. There were a couple of days
that nobody flew-tinkering with
balky engines seemed to occu py
most of their time.

At that meet Lincoln Beachey ap

peared for the first time in 1911,
later becoming the great acrobatic
pilot and the star of all acrobatic pi
lots while he lived. He had been a
dirigible pilot, but he had too much
in him to stay with dirigibles. He
took to the airplane with its greater
maneuverability as naturally as a
bird takes to the air.
"I remember him diving to
ground level in front of the grand
stand, touching his front wheel
on the runway and waving to the
grandstand with both hands off the
controls as he passed. It was un
heard of-the most dare-devilish
performance ever seen at that time.
"At that meet was Arch Hoxsey.
The Wright brothers by this time
had an airplane factory attached to
their bicycle shop in Dayton, Ohio.
For $5,000 you could buy a Wright
Biplane, complete with flight lesV I NTA GE AIRPLANE

11

sons. It had warp

ing wings instead
of ailerons for lat
eral control, an en
gine on the lower
wing with motor
cycle type chains
running to the two
propellers.
Ii Arch Hoxsey
was one of the grad
uates of the Wright
School and among
the most daring.
There was Phil Par
malee, Johnson,
Walter Brookins, Cal Rodgers, the
first transcontinental pilot, and
many others who graduated from
the Wright School about that time.
The purpose mostly was to go out
and fly at some county fair and
make some money giving exhibi
tions-there was little thought of
doing much else.
"Hoxsey became a hero at the 1911
meet when he set an altitude record at
4,435 feet elevation, which was her
alded all over the world. I had played
hooky that day so the next day I made
amends for it, attended school and
carried my paper route. Hoxsey tried
to better his record that day-I don't
know what happened, but he spun in
and was killed so his success was very
short-lived.
liThe next year, 1912, the meet
attracted many more pilots and
planes. Innovations in engines and
plane design were numerous. That's
when I really tossed the school
books out the window. Because
on my street-I lived at 16th and
Union Avenue-there was another
boy from high school whose father
was discouraged about his progress
in school also. His name was Far
num Fish and he only cared about
building and flying model planes as
I had been doing.
IiHis older brother was very stu
dious and a scholar, and his father,
Dr. Fish, was a prominent physi
cian. They couldn't do anything
with Farny as far as school was
concerned so they sent him to the

12

APRIL2005

Wright School in Dayton.

"Farny came back to the 1912
meet as a full-fledged flyer and that
was the time I kissed everything
good-bye and attached myself to
him. I took care of his airplane un
der the watchful eye of Mr. Hazard,
one of Wright 's best mechanics.
That was my first real down-to-earth
experience. I wiped off the airplane,
I oiled the chains to the two propel
lers and was promised a ride. Farny
made flights every day, even during
some gusty ones when others were
more cautious and remained on the
ground. The officials asked him to
take a photographer aloft from the
West Coast studios with a big Graf
lex camera for shots of the grand
stand and field.
IiFarny was so interested he failed
to watch his gas gauge and they
landed in a cactus patch, wash
ing out the landing gear and my
chances for the ride.
"That ended the 1912 meet and
my interest in aviation for some
time. I became a mechanic in a
truck factory-the F.L. Moore Truck
Company in Los Angeles. It was out
on Lacey Street near the Arroyo Seco
wash. We achieved a production of
one truck per day. We built three
models, two of them with Wiscon
sin engines and one with a Conti
nental engine. The Continental
Engine Company and the Wiscon
sin Motor Company, as you proba
bly know, are still in business today.
IiWe had a competitor in Los

Angeles called the

Moreland Truck
Company. The Mo
reland Company
was more success
ful. They produced
one and one-half
trucks per day on
North Main Street.
Watt Moreland was
a civic leader and
businessman, a pi
oneer head of the
Chamber of Com
merce. He was very
successful and ex
panded his factory to a new loca
tion of modern design-out in 'the
sticks' to Burbank.
IiToday as I was walking around
the expanded Menasco facilities I
saw the back end of the saw tooth
building of the then great truck fac
tory built by Watt Moreland. Some
of the trucks built there are still run
ning today. liMy interest in engines
was always paramount to all else.
After the truck factory I indulged
in some weekend motorcycle rac
ing and became interested in racing
automobiles. We had built a few
prototype cars at the truck factory.
I had the misfortune to get badly
cracked up in 1914 and after I came
out of that I was laid up for the best
part of a year. I opened a shop at
812 West Jefferson St. in Los An
geles-at Jefferson and University,
around the corner from U.S.c. I
painted the sign myself and it said
'Auto Repairing.'
IiNow I was 17 years old, and
I sat around for a week or so until
those people with White Steamers
would come in to get them repaired.
I knew nothing about steam-I did
not want to monkey with them very
much. But I loved the Locomobiles,
Knox's Stearns, Wintons, and the
rest. There were about 147 different
makes of automobiles on the streets
of America then. Some names you
wouldn't begin to remember.
iiI was very proud of one. My fa
ther's cousin, Sid Menasco, was the
president of the American Automo

bile Company of
Indianapolis that
built the" Ameri
can Underslung"
of very low profile
and quite a leader
in its class. Indi
anapolis at that
time rivaled De
troit as the cen
ter of automobile
manufacturing
with National,
Stutz, Marmon
and the other pio
neer names.
"So I had this garage and I shake
in my boots now sometimes to re
member when those people used to
come to me with a big Locomobile
and say, 'what's the matter with
this, kid?' But I fixed them. I espe
cially remember the dean of U.S.c.
and his long Winton and how he
trusted me. "I bought a lathe, a
drill press and I had a forge. Acety
lene welding was just coming in as
a specialty. I started building race
cars mostly from used parts from
my customers cars and what spare
parts I could buy.
"During that time a craze started
called 'cycle cars.' Some were pow
ered by motorcycle engines, others
by small one-lunger stationary en
gines or anything that was avail
able. A lot of embryo builders, like
myself, started building them and
running around the streets with
them-being chased by the cops,
mostly as they were unlicensed and
there was no category for them.
Some promoters put together a Ju
nior Automobile Racing Associa
tion so we went out to old Ascot
and raced. The races were well at
tended and spread to other cities as
far as Tacoma on the Pacific Coast.
We went to the World's Fair in
1915 at San Francisco for two races,
which were a big hit.
"I blew up in the first race and
took second in the big race to Harry
Hartz, who like several of the oth
ers, went on to become future fa
mous racing car drivers.

Another earty auto design.

"But at the Fair my attention was

again diverted to aviation. I met
Art Smith, then called the boy avia
tor and the acknowledged peer of
all exhibition fliers. He was just 21
years old. A kid out of Fort Wayne,
who had built his own airplane and
taught himself to fly when he was
16. He had replaced the great lin
coln Beachey, who had been killed
at the Fair about two months ear
lier. Art was a genius of many sorts.
Although recorded as the 4th man
in the world to 'loop the loop' as it
was called, he was the first to actu
ally turn a perfect loop.
"Pegoud of France was the first,
Beachey second, and De Loyd
Thompson the third. All of them
were using the Gnome or LeRhone
rotary engines with tremendous gy
roscopic force-the rotary, as most
of you know, was the favored en
gine of most of the pioneers. The
crankshaft was fixed and the whole
of the engine revolved around it,
creating a revolving mass respon
sible for the excessive gyroscopic
force. Their maximum horsepower
was 80. And they reached the top
of the loop they were barely fly
ing-they were staggering-so that
the gyroscopic force usually rolled
them out of the loop at the top.
Each loop also required a dive to
enable them to get up and over.
"Art was the first to use a sta
tionary engine which he converted
with carburetor and oiling changes
to operate inverted. He used smoke

cartridges on the
wing tips so that
you could observe
the pattern of his
loops and other
acrobatics. At the
Mardi Gras in New
Orleans he added
fireworks and
night flying to his
repertOire and the
publicity became
widespread.
"Lincoln Beach
ey read the reports
in San Francisco
and recognized a rival. He countered
by having a wire-braced monoplane
designed and built, much lighter
and faster than the biplane others
were using. He was determined to
show that he could turn a perfect loop
too. On the first exhibition he dove a
3,500 feet straight down for momen
tum pulling up sharply for the loop.
The wings went off and he plunged
into the San Francisco Bay ending a
brilliant and courageous career.
"It was a great tragedy at the time.
Art Smith read the news in Chicago
and decided he could carryon for
Beachey and prove that airplane
maneuverability need not result in
tragedy. He crated up his airplane
and shipped it to San Francisco-he
never thought of flying them across
the continent. He proposed to the
director of the Fair that he finish
the rest of the Beachey contract,
which paid $1,500 per week. He of
fered to throw in the night flying
and fireworks to boot.
"The directors of the fair, headed
by the president of the University
of California at that time, said no,
that they would not sign any more
death warrants. Subsequent to what
Art did then,
I learned the value of public re
lations. He had a capable manager
much like actors today, who got 50
percent of the take, inCidentally,
and this entrepreneur besieged the
Fair officials in every way possible
to reverse their decision. Unfortu
continued on page 29
VINTAGE AIRPLANE

13

BUDD DAVISSON

olks, don't try this at home. This modifica

tion was done by professionals ... no, really!
It was. And the name? Thruxton Jackaroo?
That was on purpose. It's interesting to note
that the country that gave the world James
Bond and XKE's also gave us the Thruxton Jackaroo.
Although, when mentioned in polite society, the
concept of a four-place Tiger Moth sounds outland
ish; there is no doubt that it sounded like a good idea
at the time, the early 1950s. After all, the reasoning
went, the Tiger Moth was the most beloved airplane

F
14

APRIL 2005

in the U.K., with the possible exception of the Spitfire.

And surplus Moths were readily available for a veri
table song. And the world (England specifically) defi
nitely needed a reasonably priced, 90 mph, four-place
airplane. So, why not make four-place Moths? Like we
said, it sounded like a good idea at the time. It might
have been more successful if Piper and Cessna hadn 't
come along and soaked up the four-place market.
One of the delightful fallouts of actually producing
a four-place Tiger Moth was totally unintended: no
one foresaw the fun that owners like Tom Dietrich and

Steve Gray, both of Kitchener, Ontario, north of the

north border, would have at future fly-ins, answering
questions asked by a bewildered public.
"No, we didn't do it ourselves. Yes, it is government
approved in both England and Canada. No, this isn't
the only one."
In the first place, it takes a certain kind of person to
take on the "uniqueness" that is part of the personal
ity of a Tiger Moth. Being British to the core and barely
changed since the design's inception in the 1920s, the
Tiger Moth appeals to people who like a leisurely pace.
It also helps if they have an overabundance of patience
combined with an overt willingness to tinker with me

chanical contrivances that, until a high level of famil

iarity is reached, seem to make no sense.
The above describes Tom Dietrich and The Tiger
Boys (see www.tigerboys.com). a loosely organized group
of true aviation fanatics based in Guelph, Ontario,
who have taken it upon themselves to put together a
"private museum."
Tom sums up their museum concept by explaining,
"We're trying to put together a collection that focuses
on Canadian airplanes that taught people to fly before
the war. Since the prices were going up quickly, we just
bought everything we thought we might like to have
while they were still affordable, whether they were fly
able or not. We could restore them later."
Actually, the group appears to be an aeronautical
commune, with Tom as their guru. They pool finances,
knowledge, and skills and surround themselves with the
kind of aero-toys they all like. All of this and they get
to act like they're a museum so no one knows they're
actually having fun. So far their list of airplanes, many
of which are future projects, include a Cornell (PT-26),
Yale, E-2, C-3, Gypsy Moth, Fleet Finch, part of an Mk
II Anson and enough of an Mk II Hurricane that they
think they can eventually build an airplane around the
parts. These guys are nothing, if not ambitious.
It would be easy to mischaracterize Tom as being a
long-time, serious aviation enthusiast. We say "mis
characterize" because to describe Tom that way would
be a gross understatement and put him in the same cat
egory as others who dearly love aviation. Tom stands
above the rest because, among other things, he has
spark plugged any number of restorations and has
owned a bunch of antique airplanes, but he has one
overriding difference that sets him apart from most
who throw themselves into such activities: he doesn't
have a pilot's license and never has!
Unable to pass the physical, Tom wasn't about to let
something as trivial as that stand between him and the
things he loves, so he routinely partners with a licensed
pilot on a restoration project so he can at least ride along
after he has worked his magic on the airplane.
Tom and Steve Gray actually have the same aero
nautical roots: model airplanes.
For decades Tom ran the local hobby shop, which
was the natural outgrowth of his youth.
He said, "There has never been a time when I wasn't
VINTAGE AIRPLANE

15

in love with airplanes . Never! I

started building models as soon as I
could cut balsa and got very, very se
rious about it. So, it was only natural
that I'd open a hobby shop.
"Steve used to buy supplies from
me, and before long we started build
ing some serious models together."
It's probably important that their
definition of "serious model" be
explained. For one thing, several
model airplane magazines have run
stories on some of their airplanes,
including an RIC Spruce Goose that
spanned nearly 16 feet! Go back and
reread that: 16 feet, and that's not a
typo. That's a serious model in any
one's book.
"I hadn't really given full-scale
airplanes much thought," Tom said, "until
I went to Oshkosh in 1970. My original pur
pose was to get detail photos for some scale
models I was building. I didn't expect to be
so bowled over by all the really in
teresting airplanes, espe
cially the antiques. I
looked at the work the

builders did and

made it into a fly

ing airplane, and I
couldn't help think
that I could do
that, too. And
suddenly I
wanted to."
What Tom didn't know was that shortly
after he returned from that first Oshkosh,
an airplane that would become a major
part of his life was being imported from
England to Canada.
In 1971 Thruxton Jackaroo G-APHZ was
imported and passed through several owners,
including the Canadian writer Glenn Nor
man, before coming to rest at Geert Frank's
country airstrip in Plumb Island, Massachu
setts. For decades Frank was instrumental in
bringing in a wide range of unusual foreign
airplanes, including a lot of Tiger Moths and
Tail up, grass clippings flying up from the wheels as the Jackaroo trun Fiesler-Storches.
dles down the sod runway; this is what unhurried recreational flying is
Tom said, "When I went to look at the
all about.
airplane in 1974 it was disassembled. It was

The cockpit of the Jackaroo looks roomy, with plenty of g1ass all around
for a pleasant journey.

16 APRIL 2005

missing lots of parts because, as a modified thing, including the canopy, into place . You didn 't
Moth, there wasn't a lot of interest in it, but even have to do any recovering work on the exist
the Tiger Moth parts were worth money. I, ing airplane! Believe it or not, but apparently their
however, loved it and carted it home.
claims of being able to make the conversion in 10
"The basic airplane turned out to be a 1937 hours were true. They modified 16 airplanes and
82A Tiger Moth, so it was one of the first. On then produced another 10 kits. Most of this occurred
top of that, it had served with a Polish RAF unit in the late 1950s."
and was actually at Dunkirk during the evac
The first 16 Thruxton airplanes utilized the origi
uation. It was one of the original 16 air nal Tiger Moth turtledeck, so the intersection with the
planes that were converted to Jackaroos."
canopy is a little abrupt. Rollason built aircraft around
The Thruxton Jackaroo was reportedly the remaining kits, and it modified the turtledeck, rais
the brainchild of an RAF officer who saw ing it up to fair better with the canopy. Tom said the
the Moth as a basis for a four-place airplane gross weight is up to 2,180 pounds, which allows the
that would serve the transportation needs of Jackaroo pilot (now, there's a description you don't
many Englanders. His basic concept was that hear often) to carry four people and fuel, making it a
he'd produce the section of the fuselage that would true four-place airplane.
be four-place, but leave as much of the airplane un
"When we got the airplane home we found it
changed as possible to keep the costs and the down needed everything. At some point in its life it had been
a duster. For that reason, when it was brought into
time to a minimum.
Incidentally, "Thruxton" was the name of the town Canada, it was pretty ratty to begin with, and it went
where the plant was located and "Jackaroo" is an Aus downhill from there. I remember seeing it once in
sie term for a roustabout worker who can do many Canada, and it had flowered carpet for the wingwalks.
"Fortunately, even though it didn't look very good
things well.
"The kits," said Tom Dietrich, "were really well done and was super dirty, it hadn't been allowed to sit out
and clever. They included all the miscellaneous lit side very long, so nothing was badly deteriorated. For
tle parts and bits of hardware you'd need to make the instance, I had to do no welding on the fuselage. Con
complete conversion. There were several new com sidering it had been a duster, that was surprising.
"The wings, as you'd expect of woodwork, which
ponents that widened and lengthened the fuselage,
.
at
the time was nearly 50 years old, needed some
plus the extra seats and mounting system. The exist
work,
but they weren't rotten or badly damaged. We
ing control system was relocated off center under the
had
to
do some ribs, but most of the work was reglu
left seats, which meant the control cables on the right
would be too short. So, short pieces were supplied that ing everything.
"We had the instruments overhauled and rebuilt the
bolted into place. The cables exited at different places
compass
ourselves. Our compass is marked AM, mean
in the rear, but all of that was provided for.
ing
Air
Ministry,
signifying that it's a British compass
"There was no fabrication to be done. You simply
rather
than
a
Canadian,
which are marked RCAA."
bought the kit, did some cutting, and bolted every
VINTAGE AIRPLANE

17

English Moths didn't

originally have brakes, and
the Thruxton didn't either,
which can be problematic
on some airports.
"We put Bendix me
chanical brakes on it,
which is the way Cana
dian Moths are equipped.
They use the same hub as
Tiger Moths and the same
$600 a piece tires that,
unfortunately, wear out
quickly on pavement."
When Tom brought the
project home, he started
looking around for help
from others with simi
lar interests. Since he and
Steve had worked together
on models, it was only
natural that Steve would
become involved.
"I look at full-scale air
planes, like the Moth," Steve
said, "and I see them as logi
cal extensions of models. I'm
a woodworker and am used
to working with small details
that have to be done a certain
way, and that's what this was.
Tom and I are doing a Moth
right now, and I love the nos
talgia of the older airplanes."
Tom said, "Steve started out
as a volunteer on the project,
but as others dropped out,
Steve became the project and
took over ownership of the
other half of the jackaroo."
Steve had started out flying
in the Air Cadets as a boy, but,
as is often the case, family and
career quickly dominated his
life. In fact, when Tom retired
from the hobby shop busi
ness, Steve took it over.
"I didn't get back into fly
ing until four or five years
ago. My son started flying and
he pulled me back in. I started
flying a Fleet Canuck to get my taildragger time, then
started flying Tom's Baby Ace, which is the oldest fly
ing homebuilt in Canada."
About finishing the jackaroo, Tom said, "We used
Ceconite with cotton tapes and used dope all the way
18

APRIL 2005

through. We'd used dope

on the model airplanes,
and the entire process was
very familiar to us. We got
the airplane flying in 1980,
which means the finish
that's on it now is nearly
22 years old, but it's hold
ing up great.
"The other guys in the
museum group are restor
ing an 82A Tiger Moth
they've named Woody
Woodpecker. These include
my partner Bob Ravell,
Brian Smith, Brian Lewis,
and Steve Gray. Frank was
my original partner in
the jackaroo, and I flew
with him a lot. In fact, we
brought it to Oshkosh the
first time in 1983, then
again in '93, and this year,
so it seems as if once a de
cade it makes the trip."
When Steve bought into
the jackaroo and started
flying it, he found it to be
different than flying the Ca
nuck.
"Of course, it was much
heavier and larger than any
thing I'd flown," he remem
bered, "but, as long as there's
no crosswind, it's actually eas
ier to land .
"I love working on deHavil
lands. I also think de Havilland
designs are somehow more
artistic. In fact, we're looking
for a Rapide, the deHavilland
biplane transport. It'll have to
be another basket case so we
can afford it, but I've found
my background lets me build
fast. However, the Cornell is
the next project on the list af
ter this Moth."
The Tiger Boys look as if
they have work scheduled out
for the several decades, and
that couldn't make them happier.
As Tom put it, "This is a hobby gone out of control.
We may not all be kids, but we have young hands and
we're going to build airplanes while we can do it. We're
.,..
all Tiger Boys to the end."

Rolls-Royce invites the owners and

restorers of our nation's aviation
treasures to become part of the 2005
National Aviation Heritage Invitational.

Competition categories include

Antique, Classic and Warbird.

Aircraft must be forty-five years old

and restored to airworthy condition.

Dedicated to the Preservation of our Nation's Aviation Heritage

-

Dayton Air Show, July 15-1 7

Reno National Championship Air Races, September 1 6 -1 8

The National Aviation Heritage Invitational is sponsored by

Smithsonian
National Air and Space Museum

Rolls-Royce

A I R. R ACING

For further info: heritagetrophy.org or you may call (703) 621-2774

THE EARTH

INDUCTOR COMPASS

Originally published in Aero Digest, June 1927

By BRI CE GOLDSBOROUGH
PIONEER I NSTRUM ENT COMPANY

Vintage Airplane editor's note: Long gone from our modern instrument panels, the Earth Inductor Com
pass (EIC) was a marvel of modern engineering when Charles Lindbergh used one in May of 1927 to help
keep the Spirit of St. Louis headed in the right direction during his solo hop across the North Atlantic. Its
method of operation is fascinating. Here's an explanation of the inner workings of the EIC from one of the
engineers responsible for its creation in the mid-1920s.-HGF

20

APRIL 2005

h e Earth Inductor Com

pass consists of three major
units-a generator, a con
troller and an indicator. As
sociated with these are a casing and
shaft, which establish a mechani
cal connection between the genera
tor and the controller and a cable
which electrically connects the gen
erator and indicator.
The generator is the same in
principle as any electric generator,
except that it has no artificially in
duced field. It has an armature, a
commutator, and a pair of brushes.
The armature unit is supported on
gimbals so that its position will
be undisturbed by ordinary roll
ing and pitching of the airplane. A
windmill drives th e armature and
commutator through a universal
jOint. The brushes are supported for
orientation about a normally verti
cal axis, and electrical connections
are made to them. The earth's mag
netic lines of force running from
north to south form the poles of
the generator.
The controller is a purely me
chanical device. It is connected to
the generator through the shaft
and casing. Rotation of the control
ler causes a corresponding rotation
of the brushes of the generator. Di
als upon the face of the controller
show the angle through which the
brushes have been orientated in re
lation to the airplane.
The indicator is a ga lvanometer,
which is electrically connected by
means of the cable to th e brushes
of the generator. The position of
the hand of the indicator, therefore,
shows the electrical potential be
ing produced by the generator. The
operation of the compass depends
upon the rotation of the armature
of the generator, which cuts lines of
flux of the earth's field and generates
electricity. It is exactly similar in ac
tion to an ordinary D.C. generator.
There is a little four-cupped wind
mill and paddlewheel on top of the
fuselage inside of which is placed
the generator. This is the armature
driver. When the plane is in the

breeze created by the propeller, or

by the motion of the plane though
space, it rotates this little dynamom
eter type of wheel at high speed.
As the armature rotates it cuts the
magnetic lines of force of the earth,
which run from north to south,
and produces a voltage which is
sufficient to indicate on the com
pass, which, as you will note by the
cut, is a zero centered galvanom
eter. As in any ordinary electrical
generator, there is a position of the

ONCE THE COURSE IS

SET THE PILOT HAS
ONLY TO KEEP THE
PLANE SO HEADED THAT
THE HAND OF THE COM
PASS ALWAYS REMAINS
ON ZERO, AND HE WILL
ALWAYS BE ON THE
CORRECT COURSE.
brushes which will give the maxi
mum output this position obtains
when the brushes make contact
with the commutator bars which
are connected, at any instant, with
the coil, which is directly between
the two pole pieces at that instant.
If the brushes are moved so as to
make contact with a coil which
forms an angle with respect to the
pole pieces, this coil naturally is
not being cut by as many lines of
force as wo ul d pass through it if it
were exactly between the former,
and consequently would generate a
lower Voltage.
By this same line of reasoning
one can readily see that a point will
be reached where the coil is at right
angles to the pole pieces and conse
quently no voltage is induced . This
also applies to the compass genera
tor. We consider the earth's flux or
lines of force as forming north and
south pole pieces of this generator.
The controller is connected
to the brushes by a flexible shaft,

and when it is turned it rotates the

brushes around the commutator by
means of a worm drive. When the
controller is set to read north and
the plane is headed in this same di
rection, the brushes will be east and
west. In this pOSition they are con
nected to a coil which is at right an
gles to the earth 's magnetic flux and
do not produce any current to work
the galvanometer. The pointer of
the latter will stay on dead center.
In the same manner, if the con
troller is set to a due eastern po
sition and the plane headed east,
the brushes will again make con
tact through the commutator with
a coil which is at right angles to the
earth's lines of force and th e me
ter will again read zero. If the plane
is now turned a little to the left
and the controller still remains on
"east," the meter will show a read
ing because the coil is being cut by
some lines. If it is turned further to
the left, it will cut a greater amount
of flux and give a higher reading to
the left on the meter.
If the plane is headed to the
right, it will read less and less, and
when it is headed in the direction
indicated on the controller, it will
read zero. Moving it further to the
right the meter will again read on
the side marked "right."
The co u rse to be followed is set
on the controller dial; this moves
the brushes to some position
around the armature; the plane is
now pointed until the hand or the
compass meter reads zero, i. e., it
remains in the exact center. A de
viation of the needle to the left in
dicates that the plane is to the left
of the course set on the control
ler and it must be brought back to
zero by heading the plane more
to the right. Once the course is
set the pilot has only to keep the
plane so headed that the hand of
the compass always remains on
zero, and he will always be on the
correct course.
An unknown direction can be
determined by rotating the control
continued on page 27
VINTAGE AI RPLANE

21

TYPE CLUB NOTES

Cleveland Mechanical Brakes, from the Nov./Dec. issue of
the Luscombe Association Newsletter 173
D AN McNEILL

Vintage Airplane editor's note: The Cleveland wheels and

brakes, also known as Van Sickle wheels and brakes, are
common on a variety of lightplanes built in the 1940s, in

uscombes came from the factory with a

variety of brake types; Goodyear, Shinn,
and Cleveland mechanical brakes were all
used . Si n ce my airplane is equipped with
the Cleveland mechanicals, those are the brakes I'm
most interested in keeping in good repair.
When all the Cleveland brake components are in
good condition and the brakes are adjusted properly,
they work well. But t hey are drum brakes. And the
drum isn't very large or robust. The design is decidedly
low tech and some (like me) may even say crude by
modern standards. So any use of the brakes for more
than taxiing or holding the airplane during run-up will
lead to very rapid brake fade . Fortunately for us, as on
any Luscombe, the less you use the brakes the better.
Keeping th ings working properly has another
advantage besides fu n ct ioning brakes. Parts prices
for these things are absolutely staggering! De Beers
needs to get out of the diamond business and start
a Cleve land bra ke parts cartel. I'm certain there
would be more money in it for them!

cluding Aeroncas, Taylorcrafts, and Luscombes. Treat them

like precious metal, for they cost dearly! Here's a sterling
method to keep them in good shape. -HGF

The Cleveland DMB wheel is subject to a repetitive AD. The

tire flanges need to be closely inspected for cracks.
22

APR I L 2005

cam
milled in the end of the cam push the brake shoes into con
tact with the brake drum. The lever return spring and shoe
return spring are included just to add a chic and spendy at
mosphere to the photo.

There is a good deal of information available online

at the Cleveland Aircraft Wheel and Brake website at
www.parker.com/ead/cml.asp?cmid=349. Here you can
find parts catalogs, service gUides, and maintenance
man uals . There are some good exploded draWings of
the brakes and the wheels-they are most helpful for
find ing parts numbers. The brakes work by the ro
tating action of the machined flats on the lever cam
p u shing the shoes o u tward to make contact with
the drums. The lever cam is housed in a milled hole
in the alumin um backing plate. There are two flats
mi lled into the end of the cam in which the brake
shoes ride. The brake shoes have hardened wear pads
peened onto the surfaces that contact the cam. The
cam and the brake shoes are subject to wear at those
contact areas. Treat the brake shoes with respect. Each
one costs $657 .60! That is not a typo ... check the
Univa ir catalog for yourself!
If the wear inserts on the brake shoes are badly
worn, t hey ca n be rep laced. The wear plates are a

17

16

14

The many parts used in a Cleveland (Van Sickle) mechani

cal brake assembly. The early part numbers referred to a
C7000 series; the later Cleveland and Parker drawings refer
to the 30-3 series of brakes.
The Cleveland line of wheels and brakes is now owned by
Parker Hannifin, Inc.

paltry $131.20 each. Yikes! Keep this up and pretty

soon we're going to be talking about real money!
You don't want to know what the cam costs.
I normally disassemble, inspect, and clean the
brake assemblies at annual time. With the wheels
off for bearing repacking, everything in the brake
assembly is pretty easy to see and access. New brake
linings are 0.220-inch thick. If you're not getting
good braking action, check the thickness of your
linings. New spec on the brake drum is 5.4275
.002S-inch i.d. (That amazing tolerance fig u re is
straight from the Cleveland tech rep's mouth!) If

This is how all those expensive little bits are supposed to

get together. It doesn't look like it should cost as much as a
week in Hawaii, does it?

you can't get adequate braking action no matter

how much the lever cam moves (about 0.5 inch
or less of lever movement is normal free-p lay), it's
most likely worn linings and/or brake drums. New
brake linings are cheap (relatively!) and easy, so do
that first. The new linings should come with in
structions for installing. The old lining rivets are
simply drilled out, and the new linings are drilled
and riveted to the shoes. The Cleveland website also

Removed from the vau" and delivered to the hangar by a spe

cially contracted armored car, here is the Cleveland brake
backing plate, ready to install on the axle. They don't really
need to be polished, but considering how much the parts
cost, you may want to make it flitter and shine a little.
V IN TAGE AI RPLANE

23

has the installation procedure. New brake drums

are available, but make sure you are sitting down
when you call Univair for pricing.
Once everything is cleaned and checked, I like
to lube all the bearing surfaces with automotive
high-temperature disc brake lube . If you apply it ju
diciously and don't get any on the shoes or drum
contact surfaces, it helps make everything work
very smoothly. It may even help those precious
parts last just a bit longer.
And while you have everything apart, don't for
get about the AD on the Cleveland DMB wheels. It's
AD 48-08-02. It calls for removal of the tires and in
spection of the wheel flanges for cracks. This is to be
done after the initial 500 hours in service and every
100 hours after that. These wheels have had failures
in the past so it's a good idea to look at them care
fully. Just don't even ask what new wheels cost ...
After all that, and if all your parts and pieces are in
serviceable shape, you should have brakes that work
as well as the day they were new ... which was just
barely adequate for the job even in 1946. If you have
many worn parts to replace, the cost can quickly be
come a prickly issue. So, you may be wondering, are
there any alternatives? The Luscombe Heritage/
Team Luscombe folks in Chandler, Arizona (www.
IU5combeh eritage.org), will gladly send you a com

The Cleveland brake assembly installed and ready to lay a

streak of smoking-up-melted-tire rubber down the runway.
Well, maybe not. Maybe it will hold you stationary at the
run-up pad. If your airplane isn't a Luscombe, your instal
lation may be set up with all the fancy action parts of the
backing plate at the bottom, instead of the top as shown
here.

plete conversion kit for new Cleveland hydraulic disc

brakes and wheels. The current cost for the complete
kit is $2,550. The installation can be done on a 337 field
approval. And after pricing parts for the old mechanical
brakes, the price of the new Cleveland hydraulic wheels
and brakes will seem like a bargain.
......

hese are thefirsttools you need

T
your
to buy when you
airplane. Anyone who has used them
re~cover

will tell you they're the next best

thing to having one of our staff right
beside you. The VHS tape and the
DVD will give you the Big Picture,
and the manual will walk you step
by step through every part of the
process. You're never on your own
when you're using Poly~Fiber.
www.polyfiber.com
e-mail: info@polyfiber.com
Aircrah Coatings

24

APRIL 2005

800-362-3490

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A. Silver Jet Earrings
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BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EXTENSIVE

COLLECTION OF DAN SHUMAKER , AND WAS TAKEN MANY YEARS AGO BY DON

BURNETT. OUR THANKS TO DAN FOR SHARING HIS COLLECTION WITH US .

.,

Send your answer to EAA, Vintage

Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Your answer needs
to be in no later than May 10 for
inclusion in the July 2005 issue of

Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
mysteryplane@eaa .org. Be sure to
include your name, city, and state
in the body of your note, and put
"(Month) Mystery Plane" in the
subject line.

JANUARY ' S

The January M ys t ery Pl ane

came to us from the EAA library
collection. Unfortu nately, it was not
identified in our collecti on, and of
the three answers we received, none
of the three matched the other two!
Fortunately, I had one of those "I've
seen that photograp h recent ly"
feelings, and it turns out I was right.
The same photograph had run in

MYSTERY

the October 2002 issue of Skyways

magazine. Ray Smith of Lockport,
New York had seen it, too:
"The flying boat to be identified in
the latest issue of our magazine may
be considered to be one of two names;
either could be considered correct.
"The photo was taken at Lake
Geneva in Wisconsin.
"Here, t he Wrigley chewing

ANSWER

gum family as well as many other

people had summer homes along
the shoreline.
"The flying boat could be best
identified as a Continental/Curtiss,
having been built by Continental
Motors in the state of Michigan in
1924. It was powered by a Liberty
engine of 400 hp. There were some
ex-Curtiss Company employees
involved in the assembly, perhaps
that is why it was so named.
"This airplane was also known
as the Kantner Flying Boat, because
Harold Kantner was believed to be
the engineer on this project; some
say he was also the pilot."
In Skyways , in their column
called ID UNK, the late Pete Bowers
and Bob Gordon identified the
Continental/Curtiss. The tail number
on the flying boat was 2195, and the
photograph was taken in 1928. We
have no other information. .....
VI NTAGE A I RPLANE

25

MAY 2S30-Welland, Ontario, Canada-Beside Niagara Falls,

The following list of coming events is furnished to our readers

as a matter of information only and does not constitute ap
proval, sponsorship, involvement, control or direction of any
event (fly-in, seminars, fly market, etc.) listed. To submit an
event, send the information via mail to: Vintage Airplane, P.O.
Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information
to: vintageaircraft@eaa.org. Information should be received four
months prior to the event date.
APRIL 24--Half Moon Bay, CA-15th Annual Pacific Coast

Dream Machines Show. 10 am - 4 pm. Hundreds of avia

tion wonders will be on display. Fly-ins welcome. Spectator
admission: Adults $15; 5-14 yrs and 65+ $5; Kids 4 and
under free. Info: 650-726"2328 or www.miramarevents.com.
APRIL 30MAY I-Oshkosh, WI-Pioneer Field. Ercoupes, Cubs,
and Aeroncas Fly-In. Special permission is required to land.
Contact Syd Cohen for required documents and more info,
715-842-7814 or sydlois@charter.net. Cost $50 per person for
food and lodging.
MAY 6S-Burlington, NC-Alamance County Airport (BUY).
Carolinas-Virginia VAA Chapter 3 Spring Fly-In. BBQ at the
field Friday Evening, judging in all classes Saturday. Awards
Banquet Sat. Night. Everyone welcome. Info: 843-753-7138
or eiwilson@homexpressway.net.
MAY 7-Meridian, MS-Topton Air Estates, EAA Ch. 986
Annual Fly-In. Free BBQ lunch to all who fly in. Everyone
welcome. Info: 601-693-1858 or fiddleross@msn.com.
MAY 131S-Kewanee, IL-Municipal Airport (EZI). 3rd Annual
Midwest Aeronca Festival. Flying events, food, seminars.
Breakfast 14th & 15th. On field camping or motels. Info:
Jody, 309-853-8141 or jodydeb@earthlink.net or

www.angelfire.com/stars4/aeroncafest.
MAY IS-Romeoville, IL-Lewis Lockport Airport (LOT). EAA

Ch. 15 Fly-In Breakfast. 7am-Noon. Info: 630-243-8213.

MAY IS-Warwick, NY-Warwick Aerodrome (N72). EAA Ch.

501 Annual Fly-In. lOam-4pm. Unicorn advisory frequency

123.0. Food available, trophies for various classes.
Registration for judging closes at 1pm. Info: 973-492-9025
or donproV@optonline.net.
MAY 1516-Tallahassee, FL-Air Fest. All vintage owners,
pilots, and enthusiasts are welcome. Info: Pete, 850-656
2197 or f/ynfish@Unr.net.
MAY 21-Middletown, OH-Middletown Municipal Airport
(MWO). "Chris Cakes" Pancake Breakfast Fly-In, 7am
11am. Sponsored by the Middletown Aviation Club. Info:
Bill, 513-423-1386, Bob, f/yboybob@core.com.
MAY 2122-North Hampton, NH-Hampton Airfield (7b3).
VAA Ch. 15 Giant Fly Market Fly-In. Pancake Breakfast &
afternoon BBQ dogs & burgers each day. Info: Joe, 603
539-7168 or president@Vaa15.org, or Hampton Airfield,
603-964-6749.
26

APRIL 2005

New York. USA-Canadian Stinson Fly-In. 37 Stinsons

coming so far, trying to get at least 50 Stinsons. All
welcome. Niagara Falls tour. BBQs. Camp on airport, or
hotel. Info: Roger, 416-919-3810 or rogemoke@sympatico.ca.
JUNE 3S-Troy, OH-WACO Field (lWF). VAA Ch.
36 Vintage Strawberry Festival Fly-In. Open to all
planes, vintage and newer. Lunch available each day.
Transportation available to Troy city's Strawberry
Festival on Saturday and Sunday. Vintage autos, tractors,
motorcycles, and more. Info: Dick & Patti, 937-335-1444
or dicandpatti@aol.com; or Roland & Diane, 937-294-1107,

navion@gemair.com
JUNE 34--Bartlesville, OK-Frank Phillips Field (BVO) . 19th

Annual Biplane Expo. Info: www.biplaneexpo.com or Charlie

Harris 918-622-8400.
JUNE S-DeKalb, IL-DeKalb-Taylor Municipal Airport (DKB).
EAA Ch. 241, 41st Annual Fly-In Breakfast. 7am-Noon.
Info: 847-888-2719.
JUNE 1619-St. Louis, MO-Dauster Flying Field, Creve
Coeur Airport (IHO). American Waco Club Fly-In. Info:
Phil Coulson, 269-624-6490 or rcoulson516@cs.com, www.

americanwacociub.com
JUNE 2526-Bowling Green, OH-Wood County Airport

(IGO). EAA Ch. 582, Plane Fun fly-in, 9am-5pm each day.
Pancake breakfast and food all day. Young Eagles rides,
warbirds, homebuilts, vintage, and car show (Saturday
only). Info: Brian, 419-351-3374 or brianmacieod@juno.com
or www.eaa582.org
JULY SlO-Alliance, OH-Barber Airport (2Dl) 33rd Annual
Fly-In and Reunion sponsored by Taylorcraft Foundation,
Owner's Club, and Factory Old-Timer's. Breakfast served
Sat & Sun by EAA Ch. 82. Info: www.taylorcraft.orgor 330
823-1168.
JULY 101S-Dearborn, MI-Grosse lie Municipal Airport. Int'l
Cessna 170 37th Annual Convention. Info: 936-369-4362
or www.cessna170.org.
JULY 1114--McCall, ID-McCall Airport. Cessna 180/185 Int'l
Convention. Many fun things planned. Call for hotel and
other info: 530-622-8816 or mullettj@cwnet.com.
JULY 222S-Waupaca, WI-Waupaca Airport (PCZ) . 2005 An
nual Cessna and Piper Owner Convention & Fly-In. Info:
888-692-3776 ext. 118 or www.cessnaowner.orgor www.

piperowner.org.
AUGUST 67-Santa Paula, CA-(SZP) Santa Paula 75th An

niversary Air Fair. Exhibits, vintage and experimental

aircraft displays, flybys, hangar displays, vendor booths,
dinner-dance, and other community activities. Info: 805
642-3315.
AUGUST 7-Queen City, MO-Applegate Airport 18th Annual
Watermelon Fly-In. 2 PM 'til dark. Info: 660-766-2644.
AUGUST 1921-Alliance, OH-Barber Airport (2D1) . 7th An
nual Ohio Aeronca Aviators Fly-In. Join us for a relaxing
weekend of fun, food, friendship and flying. Breakfast
served by EAA Ch. 82 Sat & Sun, 7am-llam. Camping on
field, local lodging and transportation available. Forums on
Saturday. Info: Brian, 216-337-5643 or bwmatzllac@yahoo.
com or www.oaaf/y-In.com
AUGUST 20-Laurinburg-Maxton, NC-Ercoupe Owners Club
Awesome August Invitational. North/South Carolina mem
bers and guests. Lunch, awards, Young Eagles Flights. Info:
336-342-5629 or bandman@netpath-rc.net

AUGUST 20-Newark, OH-Newark-Heath Airport (VTA) .

EAA Ch . 402 Fly-In Breakfast. Info Tom, 740-587-2312 or

tmc@alink.com
AUGUST 20-Niles, MI-Jerry Tyler Memorial Airport (3TR).
VAA Ch. 35 Corn and Sausage Roast. llam-3pm. Rain date
August 20. Donations $5 adults, $3 children 12-yrs and
under. All you can eat. Info: Len, 269-684-6566.
SEPTEMBER 3--Marion, IN- (MZZ) Fly/In Cruise/l n. Info:
www.FiylnCruisein.com.
SEPTEMBER 16-17-Bartlesville, OK-Frank Phillips Field
(BVO). 49th Annual Tulsa Regional Fly-In. Info: www.
tl.lisaf/yin.com or Charlie Harris at 918-622-8400.
SEPTEMBER 17-18-Rock Falls, IL-Whiteside County Airport
(SQI) . North Central EAA "Old Fashioned" Fly-In. Forums,
workshops, fly-market, camping, air rally, awards, food &
exhibitors. Info www.nceaa.org
SEPTEMBER 23-2S-Sonoma, CA-Sonoma Skypark (OQ9).
23rd Annual West Coast Travel Air Reunion. Come to wine
country for the largest gathering of Vintage Travel Airs.
Info: 925-689-8182.
SEPTEMBER 24-0 ntario, OR-Ontario Air Faire-Breakfast by
EAA Ch. 837. Large warbird collection, acro airshow, car
show, stage entertainment. Free admission . Info: Roger,
208-739-3979 or ristps@aol.com
OCTOBER 1-2-Midland, TX-Midland Int'l Airport. FlNA
CAF AIRSHO 2005 will commemorate 60th Anniversary
of the end of World War II. Info: 432-563-1000 x. 2231 or
pl.lbiicreiations@cafhqorg

REGIONAL FLY-IN SCHEDULE

EAA Southwest
Regional Fly-In

EAA AirVenture

Oshkosh 2005

The EAA TEXAS Fly-In

May 13-15, 2005
NEW LOCATION!
Hondo, TX (HDO)

www.swrfi.org

July 25-31, 2005

Oshkosh, WI (OSH)

www.airventure.org

EAA Mid-Eastern Fly-In

August 26-28 , 2005
Marion, OH (MN N)

Golden West EAA

Regional Fly-In

Virginia State EAA Fly-In

June 3-5, 2005

Marysville, CA (MYV)

www.go/denwestflyin.org

October 1-2 , 200 5

Petersburg, VA (PTB)
www.vaeaa .org

Rocky Mountain EAA

Regional Fly-In

EAA Southeast
Regional Fly-In

June 25-26, 2005

Watkins, CO (FTG)
www.rmrfi.org

October 7-9, 2004

Evergreen, AL (GZH)

www.serfi. org

Northwest EAA Fly-In

Copperstate Regional

EAA Fly-In

July 6-10, 2005

Arlington, WA (AWO)
www.nweaa.org

October 6-9, 2005

Phoenix, AZ (A39)
www.copperstate. org

THE EARTH INDUCTOR COMPASS

continued from page 21

ler dial until the compass reads zero, when the course
will correspond to the point indicated on the control
ler. The latter has thirty-six divisions each correspond
ing to ten points on the compass.
It will be seen that a direction exactly opposite to the
figured course will give a zero reading, but this is easily
avoided by noting that on the correct heading the indi
cator hand always moves in the direction in which the
craft turns; should it move opposite, the reverse head
ing is indicated.
In order to fully appreciate the advantages of the Pioneer
Earth Inductor Compass, it is necessary to consider the
characteristics of ordinary magnetic types used on aircraft.
The directive force of a magnetic compass depends
upon the reaction between its magnets and the earth's
magnetic flux. So long as the magnetic element of such
a compass remains horizontal, the magnets tend to
align themselves with the horizontal projection of the
earth's flux, and the compass tends to indicate the an
gle of heading in degrees from magnetic north. At best
the north-seeking tendency in not great, as the torque
due to the reaction between the magnets and the earth's
flux is small.
A magnetic compass is affected by magnetic or fer
rous materials in its immediate vicinity. These are prin
cipally the engine with its ignition accessories and parts
of the aircraft control system. The latter, being mov
able, produces errors of varying magnitudes. Structural
parts of the aircraft, if of ferrous material, may affect
the compass, even though unmagnetized, due to induc
tion from the magnetic needles themselves. To a large
extent these magnetic errors may be corrected by the
use of compensating magnets, but such compensation
is uncertain and must frequently be checked if any ac
curacy is to be assured.
The outstanding feature of the earth inductor compass
is the disassociation of the magnetic element from the
indicating element. Instead of using magnetic needles,
the direction responsive element of the earth indicator
compass is an electric generator the same in principle as
any electric dynamo except that no artificial field is used,
the earth's flux serving for a field. The output of such
a generator is dependent upon the angular relation be
tween its brushes and the earth's flux. With such a gen
erator the problem of stability becomes relatively simple,
as the revolving armature, acting as a gyroscope, actually
resists motions tending to disturb its stability.
As to its value we have but to point again to the New
York-Paris flight in which young Lindbergh confidently
staked his life on the accuracy of this "aviator's eye." .......
VINTAGE AIRPLANE

27

continued from page 7

tude with precision. It is much easier

to spot another aircraft flying at the
same altitude as you are than it is to
see one that is 200 or 300 feet above
or below you.
And the precision that I refer to ap
plies not only to your altitude, but
also to the distances you fly from the
runway. On departure you can start
your turn to the crosswind leg when
you are within 300 feet of pattern al
titude. That should have most aircraft
about 1/2 mile beyond the departure
end of the runway. (However, please
be sure that doing so would not vio
late local noise restriction policies.)
I personally like to fly the pattern at
no more than 1/2 mile. That way, if I
have an engine failure, I will always be
within gliding distance of the runway.
Thus, I recommend you turn down
wind so that you will end up offset
1/2 mile from and parallel to the run
way. Now make sure you make the
proper wind corrections, so that you
maintain 1/2 mile and do not drift in,
or away, from the runway.
If you have maintained your 1/2
mile offset from the runway, you
should make your turn to base (traf
fic permitting) when your chosen
landing point on the runway is be
hind you at a 45-degree angle. Plane
geometry (I hope you can figure out
the kind of plane I'm referring to) will
now have you 1/2 mile from your
landing spot. Again, be sure to main
tain this distance with the proper

crosswind corrections, if needed.

While we are speaking about the
winds, don't forget that they also af
fect how steep or shallow your bank
will need to be to maintain those pre
cise distances. A tail wind component
will dictate a steeper bank, and a head
wind a shallower bank. Being aware
of where the wind is blowing from
will also give you a heads-up on when
to start your turns. If you know that
the wind is from your right as you fly
a left-hand downwind, you should
have no excuse to blow through the
final approach course in your turn
from base to final.
How we enter the pattern is a sub
ject that gets a great deal of debate.
Some pilots like to fly an overhead
approach, going outbound from the
downwind on a 45-degree angle, then
doing a descending right-hand 180
degree (assuming left-hand traffic)
turn to enter the downwind leg on a
45-degree angle at the midfield point.
I personally find that using that entry
procedure often leaves me blind to
what is going on in the pattern while
I am flying outbound and while I am
in the descending 180 as well. I don't
know how many times I have had to
take evasive action to avoid being hit,
while flying the downwind leg, by
someone who has chosen to enter the
pattern in that fashion.
My recommendation is to be at
pattern altitude prior to your arrival
at the pattern. Plan your arrival so

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28

APRIL 2005

that you can enter the downwind

on a 45-degree angle, if appropriate.
If, however, you are approaching the
airport in a manner that necessitates
overflying the runway centerline, fly
a crosswind anywhere from midfield
(if the runway is 5,000 feet or more)
to over the departure numbers or up
to 1/2 mile upwind of the departure
end of the runway. Do be aware of
aircraft that may be going around or
on a missed approach. If you are at
pattern altitude, you should be able
to see all the other aircraft that might
be in the pattern. Be prepared to
modify this crosswind entry, as nec
essary, to sequence yourself in regard
to other aircraft so you maintain at
least a minimum separation of 1/2
mile between aircraft.
I have used this VFR arrival pro
cedure for many, many years. And I
have not once had to take evasive ac
tion to avoid another aircraft. At the
start of this article I made reference
to hawks and eagles. They can easily
see mice on the ground from the alti
tudes at which we fly traffic patterns.
Now some of you may call me a tur
key for advocating entering the pat
tern as I have described, and I admit
that I don't have the keen vision of an
eagle, but by using my eyes I have yet
to have a close encounter in the pat
tern, nor have I cut anyone off or vio
lated the FARs.
I have put a lot of emphasis on the
use of our eyes for collision avoidance.
This is not to say that we can't use our
ears and voice as well. In the next ar
ticle I would like to discuss the proper
use of the radio as an effective aid in
collision avoidance, particularly in re
gard to operational procedures in the
traffic pattern and terminal area. After
all, the more tools we have to use, the
better equipped we are to manage the
risks that we as pilots accept. I hope
you will join me in that task.
Doug Stewart is the 2004 National CFT
ofthe Year, a Master Instructor, and a des
ignated pilot examiner. He operates DSFT
Inc. (www.dsflight.comJ based at the Co
lumbia County Airport (lBi).
......

Al Menasco
continued from page 13

nately for the officials, the Fair was

losing money. They needed 'out
side' attractions to bring people in
the gates. The concessionaires were
in the red also.
"50 Art put on a show for the news
papers and the public. He loaded up
with all the gas he could carry-took
off from a race track adjoining the
Fair and flew alongside and outside
the buildings, upside down, back
wards, spirals, loops, spins, the works.
Nobody had ever seen anything like
that done with an airplane. The
screamer headlines came out and the
expression was coined that he had
'out Beacheyed Beachey.' That ex
pression has been used many times
since, that 'somebody out somebod
ied somebody,' but that is where the
expression originated.
"Professor Moore saw this from
his office windows and that did
it. He would not sign a contract
with the crazy kid, 'bent u pon sui
cide' but to make it short, pressure
was put on by the concessionaires
and newspapers and they hired
Art Smith at a salary of $3,600 per
week, more than double Beachey's.
Beachey had to cancel a lot of his
flights because of the famous San
Francisco fogs. Art never missed a
flight, night or day because of the
fog. If the fog was down, he got
down lower.
lilt was at that juncture that I
came up there to race. The cars and
our mutual backyard experience
and age intrigued Art and he asked
me to build a car for him similar to
mine with refinements, which his
assistance could provide. This was
flattering to say the least. After the
car was finished-the Fair over
I was back in Los Angeles sweep
ing out my shop and wondering
where my next customer was com
ing from when I received a letter
from him. He offered me a job to
come to San Francisco and build
twelve cars and three airplanes and
join him in a tour of the Orient."
To be continued. . .
~

Come for the weekend

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HANDS-ON

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Canada

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Cas Welding

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(Atlanta Area)

May 21-22

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j une 11-12

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RV Assembly

(LA Area)
june 2

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june 25-26

land, FL

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(Sun 'n Fun

campus)

Aug. 13-14

Indianapolis, IN
(Vincennes
University)

EM SportAir
Sponsors:

KLEIN ~r(fL~ .
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--- ~--YOU CAN BUILD IT! LET EAA TEACH YOU HOW.
VINTAGE AIRPLANE

29

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 second month prior to desired issue date (i.e. , January 10 is the closing date for the March issue). VM
reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified 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 EM. Address advertising correspondence to EM Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086
BABBITT BEARING SERVICE - rod
bearings, main bearings, bushings, master
rods, valves, piston rings. Call us Toll Free
1-800-233-6934, e-mail ramremfg@aol.
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VINTAGE ENGINE MACHINE WORKS,
N. 604 FREYA ST., SPOKANE , WA
99202

Warner engines. Two 165s, one fresh

O.H. , one low t ime on Fairchild 24
mount with all accessories . Also
Helton Lark and Aeronca C-3 project.
Find my name and add ress in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.

Flying wires available. 1994 pricing.

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

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vintage aircraft . 150 hrs. SMOH.
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TBBaily@aol.com 770-487-5787

For Sale - 1939 Spartan Executive,

3500TT, 10 SMOH. 214-354-6418,

www.lpjetservices.com
For Sale -1940 Navy N3N-3 biplane,
4195 n , 75 SMOH, 989-426-8798,

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A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 614-476-9150

Ohio - statewide.

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30

APRIL 2005

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Call Jack 740-587-2819 for more info
and pictures.

Ernie Bryant
Virginia Beach, VA

Learned to fly at Chanute

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Commercial-Instrument,
Multi-engine, Instructor
ratings
Works for US Navy as
a civil servant
Favorite place to fly to is
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"AUA has been my provider for this vintage 1948 Cessna, which I
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Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
THE EAA VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
President
Geoff Robison

Vice President
George Daubne r

152 ) E. MilcG regor Dr.

New Haven, IN 467 74

2448 Lough La n e
Hartford, WI 53027
2626735885
vaa{1yboy@msll.cOlll

26049]4724
chie{7025@'aol.com

Secretary
Steve Nesse

Treasurer
Charles W. HarriS

2009 Highlan d Ave.

Al bert Lea, MN 56007
507 373 1674
stl1es@deskmedia.cOl}J

72 15 East 46th Sl.

Tu lsa, OK 74147
9 186228400
cwh@hv511.com

DIRECTORS
Steve Bender

Dale A. Gustafson

85 Brush Hill Road

Sherborn, MA 01770
508 6537557

7724 Shady Hill s Dr.

Indianapolis, IN 46278
3172934430
dale(aye@11Isll.com

sst JO@com cast.lIet

David Bennett

Jea nnie Hill

P.O. Box 11 88
Roseville, CA 95678
9 166458370

untiquer@;"reach.com
John Berendt
7645 Ec ho Point Rd.

Can n on Falls, MN 55009

5072632414

mjbfchld@rconnect. com
Robert C. "Bob" Brauer
9345 S. Hoyn e
Chicago, IL 60620
773 7792 105

P.O. Box 328

Harvard, IL 600330328
8 159437205
di" ghao@owc. l1el
Espie " Butch" Joyce
704 N. Regio n al Rd.
Gree n sboro, NC 27409
3366683650
windsock@ao{.CO/ll

Steve Krog
1002 Heathe r Ln.

pllOtupiiot@aoi. com

Hartford, W I 53027
2629667627
sskrog@ao/.com

Dave Clark

Robert D. "Bob" Lumley

635 Vestal Lane

Pl ainfield, IN 46 168
3 178394500

1265 South 124th Sl.

Brookfi eld, WJ 53005
2627822633
lumper@execpc.com

davecpd@;qut?st,llel
Joh n S. Copeland

Ge ne MorriS

I A Deacon St reet

5936 Steve Court

Roa n o ke, TX 76262
81749191 iO
genem orris@ev l .llet

North borough, MA 0 1532

S083934775
copelamll @jllt1o.com

Phil Cou lson

Dean Richardson

284 15 Springbrook Dr.

Lawton, M I 49065
2696246490

1429 Kings Lynn Rd

Stoughton, WI 53589
6088778485
da r@aprilaire. col1l

rcou/so"S 16@cs .com

Roger Gomoll
889 1 Airpo rt Rd, Box C2
Blaine, MN SS449
7637863342
pledgcdri ve@msl1com

S.H. "Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, W I 53213
4147711545
slisclilllid@mi/wpc.com

DIRECTORS

EMERITUS

Gt.'ne Cha se
2 159 Ca rlton Rd.
Os hkosh , W I 54904
92023 15002
GRCHA@cliarter. lIet

E.E. "B uck " Hilbert

P.O . Box 424
Un ion,lL 60180
8 159234S9 1
blac@)IIc.net

Ronald C. Fritz

15401 Spa rta Ave.

Ken t City, MJ 49330

6166785012

rFritz@pa thwoynet.co /lI

Directory

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Site: www.vil1tageaircraft.org and www.airvel1ture.org

EAA and Division Membership Services
800-843-3612 ....... . FAX 920-426-6761
Monday-Friday CST)
(8:00 AM-7: 00 PM
- New/renew memberships: EAA, Divi
sions (Vintage Aircraft Association, lAC,
Warbirds), National Associat io n of Flight
Instructors (NAF I)
- Address changes

- Merchandise sales

-Gift memberships

Programs and Activities

EAA Ai rVenture Fax-On-Demand Directory
..... .... .... ........... 732-885-6711
Au to Fuel STCs ............ 920-426-4843
Build/ restore info rmation ... 920-426-4821
Chapters: loca ting/organ izin g920-426-4876
Education . . . ...... . ... . .. 888-322-3229
- EAA Air Academy

- EAA Scholarships

E-Mail: vil1tageaircra{t@eaa.org

Flight Advisors informatio n ..

Flight Instructor information
Flying Start Program ... ....
Library Services/Resea rch ....
Medical Questions .... .... .
Technical Coun selors ... ... .
Young Eagles ......... , ...

920-426-6864
920-426-6801
920-426-6847
920-426-4848
920-4 26-6112
920-426-6864
877-806-8902

Benefits
AUA Vintage Insurance Plan. 800-727-3823
EA A Aircraft Insurance Plan . 866-647-4322
Term Life and Accide ntal. .. . 800-241 -6103
Deat h Insuran ce (Harvey Watt & Company)
Ed itorial ................. 920-426-4825
Vintage .............. FAX 920-426-6865
- Submitting article/photo
- Advertising information
EAA Avia ti on Foundation
Artifact Donations ........ 920-426-48 77
Financial Support. ......... 800-236-1025

MEMBERSHIP INFORMATION
EAA
Membership in the Experimen tal Ai rcraft
Association, Inc. is $40 for one yea r, includ
ing 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
Foreign Postage,)

EAA SPORT PILOT

Current EAA members m ay add EAA
SPORT PILOT magazine for an additional
$20 per year.
EAA Membe rship a nd EAA SPO RT
PILOT magazine is available for $40 per
year (SPORT AVIATION magazine n ot in
cluded). (Add $16 for Foreign Postage,)

VINTAGE AIRCRAFT ASSOCIATION

Curr ent EAA members may join th e
Vintage Aircraft Association an d receive
VINTAGE AIRPLANE magazine for an ad
ditional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magaZi ne and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPOR T AVIATION magazi ne not in
cluded). (Add $7 for Foreign Postage,)

lAC

Current EAA members may join th e

Interna ti ona l Aerobatic Club, In c. Divi
sion and receive SPORT AEROBATICS
magaZine for an additional $45 per year.
EAA Membership, SPORT AEROBAT
ICS magaZine and one year membership
in the lAC Division is available for $55
per year (S PORT AVIATION ma gazi n e
not includ ed ). (Add $15 for Foreign
Postage.)

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magaZine for an add itional $40
per year,
EAA Membership, WARBIRDS maga
z in e and o ne yea r m embership in the
Warbi rds Division is available for $50 per
year (SPORT AVIATION magaZine not in
cluded). (A dd $7 for Foreign Postage.)

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

Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2005 by the EM Vintage Aircraft Association
All rights reser'Jed.
VINTAGE AIRPlANE (USPS 062-750; ISSN 00916943) is published and owned exclusively by the EM Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EM

Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST
MASTER: Send address changes to Vintage Airplane, PO Box 3086. Oshkosh, WI 549033086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services. Station A, PO Box 54. Windsor,
ON N9A 6J5, e-mail: cpcretums@wdsmait.com. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via surface mail. ADVERTIS
ING - 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.
EDITORIAL POLICY; Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
fhe contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 549033086. Phone 920426-4800.

EM and EAA SPORT AVIATlON, the EM Logo and Aeronautica 'M are registered trademarks, trademarks, and service marks of the Experimental Aircraf1 Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

32

APRIL 2005

Vou can save hundreds,

even thousands of dollars!
:ord Motor Company in association with EAA is proud to offer their
nembers the opportunity to save on the purchase or lease of Ford,

.incoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles.

partner.
recogmtlon
VEHICLE PURCHASE PLAN

more ways than one, it pays to be an EAA member. Take

ldvantage of the Ford Partner Recognition Vehicle Purchase Plan.

"he simple way to save money on your next vehicle purchase.

let your personal identification number (PIN) from the EAA website (www.eaa.org) by clicking on the EM/Ford Program logo.

'ou must be an EM Member for 1 year to be eligible. This offer is available to residents of the United States and Canada.
~ertain

restrictions apply. Please refer to www.eaa.org or call 800-843-3612.

VOLVO

S mazca

LINCOLN

MERCURY

JAGUAR