Vintage Airplane - Aug 2002

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VOL. 30, NO.8



VAA NEWS/H.G. Frautschy
4 MYSTERY PLANE/H.G. Frautschy






Charles W. Harris
22 PASS IT TO BUCK/Buck Hilbert








Executive Director, Editor
VAA Administrative Assistant
Executive Editor
Contributing Editors


Graphic Designer
Photograpl.y Staff



AdvertislnglEdltoriai Assistant ISABELLE WISKE



News and Views
This month's issue will be in the
mail during EAA AirVenture
Oshkosh 2002, and if you've joined
the Vintage Airplane Association
(VAA) while at EAA AirVenture, this
is your first issue. Welcome! We ap­
preciate each and every member,
and we hope that your visit to the
Vintage area is a pleasant experi­
ence. Let us know if you have any
suggestions or requests.
We'll have the awards list in next
month's issue, and it will be posted
on the website af­
ter the convention ends.
So many people have been telling
me that they are coming to this
year's event that I'm looking for­
ward to a great convention.
I predict that if we have good
weather, we will see a record year. I
generally arrive on the Friday before
EAA AirVenture starts. That way I
can have my area of responsibility
up and running when EAA AirVen­
ture begins. Plenty happens even
before I arrive. Many volunteers
work for weeks ahead of time to
have their areas set up. With all of
the effort we put into our annual
convention, I hope that those of
you who attend EAA AirVenture
2002 will have an enjoyable and fun
We at the VAA are always open to
suggestions that might improve the
operation of the Vintage area of EAA
AirVenture. We also welcome sug­
gestions regarding our year-round
operations and Vintage Airplane mag­
Those of you who are active re­
storers or who maintain your own
airplanes will get a chuckle out of
the latest happenings in my hangar.

While doing an annual inspection
on the Luscombe, I recalled that the
generator had stopped working and
needed repair. I removed the genera­
tor and discovered that it was totally
trashed. I chose to replace the gener­
ator with a Jasco alternator
(Skytronics). If anyone out there has
a copy of an FAA field approval for
this installation, I sure would appre­
ciate it if you could send me a copy
to help with my field approval.

So many people
have been tell ing
me that they are
coming to this
year's event ...
Anyway, I found that I couldn't
get the new unit mounted onto the
engine with the engine still bolted
in place on the engine mount. (Once
the alternator is on the engine, there
seems to be plenty of clearance.) I
went ahead and removed the engine
completely to do some cleanup and
to inspect the engine mount . You
folks can already see where this is
going, can't you?
Well, since I was this far along, I
thought maybe it would be a good
time to install the new instrument
panel that I have built up. A couple
of months ago I showed you the
new panel, with the radios and in­
struments installed and ready to be
bolted in place. Okay, so I will have

to remove the windshield to re ­
move the old panel and put the
new one in place. Then I thought a
new windshield would be nice. Af­
ter looking at the engine hanging
on the hoist, it would be a good
idea to go ahead and install the
new 0-200 STC for the C-85, with
new cylinders and lightweight
turnkey starter.
You can see what I've started,
and the list will go on and on, as it
has in the past with other projects.
I hope I can complete this work
during the fall and this winter, so
that I will once again have the Lus­
combe to fly in the spring of 2003.
There are other items or projects
that I'll work on with the Lus­
combe, but those are projects that I
can complete while the aircraft is
flying. I think it is great to be able
to scoot along at 110 to 115 mph
on 5 gallons of gasoline and arrive
in comfort. I wonder how a small
autopilot would work out?
If you missed this year's EAA Air­
Venture, start planning for next
year's event. The Centennial of
Flight will be the centerpiece of EAA
AirVenture 2003, and combined
with the remarkable work done by
Ken Hyde and the Wright Experi­
ence, I'm sure EAA and VAA will
have a remarkable event for us all!
Everyone be careful out there,
and ask a friend to join up with
VAA. Let's all pull in the same direc­
tion for the good of aviation .
Remember, we are better together.
Join us and have it all!



Even with our late printing date
for the July issue, it was inevitable
that we'd miss printing the name of
at least one of our members who
stepped up and joined the VAA
Friends of the Red Barn-2002. Our
thanks to VAA member Roy A. Mc­
Galliard , Morganton, North
Carolina, and the Microsoft Match­
ing Gifts Program, Princeton, New
Jersey, for their generous support of
our 2002 campaign.

EAA recently added a new "Pilot
Services" page to its website that
combines several online features in a
convenient location. Before a flight,
pilots can find the latest temporary
flight restrictions, NOTAMs, or FAA
waivers and then plan their flight us­
ing the popular EAA Flight Planner,
provided through

Federal officials recently informed EAA's Washington, D.C., office that
three recent airspace incursions by general aviation aircraft-two by ultra­
light aircraft-occurred in Camp David's restricted airspace when the
president was there. While the incursions were labeled "accidental," their
effect was profound.
In our country's present state of awareness for terrorism, agencies re­
sponsible for our nation's security will not tolerate continued operational
errors and indiscretions by pilots. At risk are the very freedoms of flight­
through expanded TFR airspace or increased penalties for violations-if
incursions into sensitive areas continue.
Since the terrorist attacks of September II, EAA's website has provided its
members with full-color, online maps and sectional charts of all current U.S.
temporary flight restrictions. EAA strongly urges pilots to log on, search for
active TFR areas in their route of flight, and make absolutely certain to avoid
all sensitive areas. Be fully informed before and during your flight.
Other features include search ca­
pabilities for flight instructors
through links to instructor directo­
ries on the NAFI and Ultralight
websites. The "Pilot Services" button
is located along the left side of EAA's
home page at

In recognition of
the unique role EAA
plays in presenting an
interactive aviation
experience to visitors
of EAA's AirVenture
Museum, longtime
aviation supporter
Phillips 66 has do­
nated an aviation fuel
truck to EAA's Pioneer
Airport. "In addition
to their long-term sup­
port to the EAA Young
Eagles program, this is another example of how all of aviation is benefiting
from the long-term partnership between EAA and Phillips 66 Aviation," said
Tom Poberezny, EAA president. "This refueler, along with other long-term
support from Phillips 66, helps us to continue our important aviation educa­
tional outreach programs."
Phillips continues to support the EAA Young Eagles program, as it has for
nearly a decade. For information on the Phillips 66 fuel rebate program for
the Young Eagles program, visit or
call the EAA Young Eagles office at 920-426-4831.



This information comes from the
newsletter of the State ofArkansas De­
partment ofAeronautics.
We are beginning to see an epi­
demic of Class A-B-C all-purpose fire
extinguishers on airport ramps and
airport service vehicles, including
fuel trucks servicing our aircraft.
This poses a severe aircraft dam­
age problem for all aircraft operators.
The A-B-C extinguishers have excel­
lent firefighting capability, but the
monammonium-phosphate chemi­
cal agent melts and flows when it
comes into contact with heat. This
is how it gets its Class A rating. This
chemical is highly corrosive to alu­
minum, and once it contacts hot
aluminum and flows down into the
structural cracks and crevices, it can­
not be washed out in the same way
the B-C dry chemical agents can be.
Once an A-B-C extinguisher is
used on an airplane, it is necessary
to disassemble the aircraft piece­
by-piece and rivet-by-rivet to
accomplish cleanup. Failure to do
so will result in destruction of the
aircraft by corrosion.
The purpose of first aid fire pro­
tection (fire extinguishers) is to get

control of the fire early and mini­
mize the damage. As you can see,
the use of an A-B-C extinguisher on
a small aircraft fire may extinguish
the fire, but it still causes as much or
more damage than the fire itself. We
can save the aircraft from the fire,
but lose it to the ex tin gui shing
This is a serious education prob­
lem that we as aircraft operators
must face . We have had excellent
cooperation from the contractors
and airport fire departments that
have been contacted concerning the
problem-once the problem was ex­
plained to them. Please pass the
word along to your airport operators
and servicing contractors that A-B-C
extinguishers should not be located
where they might be used on an air­
craft. Use B-C extinguishers instead.


FRONT COVER: The Curtiss Jenny is truly
one of aviation's greatest icons. Ted
Sacher took this photo of the Old
Rhinebeck Museum's Curtiss Jenny, fresh
from its restoration, which included the
installation of a 180 hp Hispano-Suiza
(Hisso) engine.

Nominating Someone for the EAA Vintage Hall of Fame

To be considered for induction into the VAA Hall of Fame during 2003, petitions MUST be received

by September 30, 2002.
If you wish to nominate an individual who you believe has made a significant contribution to
the advancement of aviation between 1950 and the present day, please make a copy of the
form below, fill it out, add supporting material, and send it to :
Charles W. Harris

VAA Hall of Fame

P.O. Box 470350
Tulsa, OK 74147-0350
Be as thorough and objective as possible . Attach copies of materials you deem appropriate
and helpful to the committee .
The person you nominate can be a citizen of any country and may be living or deceased.
The contribution could be in the areas of flying, design, mechanical or aerodynamic develop­
ments, administration, writing, some other vital, relevant field, or any combination of fields
that support aviation . You can also obtain a copy of the form online at

www.vintageaircraft.orgjprograms/ holform.html.

Person nominated for induction into the VAA Hall of Fame:

Name: __________________________________________________________

Street: _____________________________ City: _______________________

State: __________ ZIP: _________ Phone: _____________________________

Date of Birth :

If Deceased, Date of Death : ___________________

Name and relationship of closest living relative: _____________________________

Street: _____________________________ City: _______________________

State: _____________ZIP: _______ Phone: ______________________________

E-mail Address: ____________________________________________________

Time span Idatesl of the nominee's contributions to aviation:

(Must be between 1950 to present day.) ___________________________________

Arealsl of contributions to aviation: _______________________________________


" Belgian Aces" is the title
of EAA Master Artist Bill Marsalko's water­
color painting featured on our back cover.
Here's Bill's key to his artwork:
Describe the eventlsl or nature of activities the nominee has undertaken in aviation to be
worthy of induction into the VAA Hall of Fame: _________________________________

Describe other achievements the nominee has made in other related fields in aviation:

1. Belgian leading ace, Willy Coppens, 37

Has the nominee already been honored for hislher involvement in aviation and/or the

2. Hanriot HDl 9 Escadrille Beige 1918

contribution you are stating in this petition? (Circle one) Yes No

3.Commandant Fernand Hacquet, 7 victo-

H yes, please explain the nature of the honor and/or award the nominee has received:

4.Adjudant M. Medaets, 2 victories
5. Lieutenant Jan Olieslagers, 6 victories
6. The Order of Leopold I with Swords

Additionallnfonnation:_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

7. Order of the Crown, 4th Class

Person submitting this petition: _________________________________________

8. Spad XIII 1st (Comet') Squadron

Street: _______________________ City: _____________________________

9.2nd Lt. Edmund Thieffry 10 victories

State: _________________.ZIP: __________ Phone: ______________________
E-mail Address: ____________________________________________________
Please attach any supporting material with your petition for the committee's review.
Mail to: Charles Harris, VAA Hall of Fame, P.O. Box 470350, Tulsa , OK 74147'{)350

10.Escadrille 7 H Farman-Observation and
Bombing Aircraft




H.G .




he May Mystery Plane,

which came to us from the

collection of Charles Trask,

was a tough one.

Jack Erickson, of State College,

Pennsylvania, sent us this e-mail:

"It is the Bunyard BAX-3 Sports­
man, designed by Kenneth Bunyard
and built by the Bunyard Aircraft
Company of Flushing, Long Island,
New York. Details are in Jane's All the
World 's Aircraft for 1947 and 1948.

There also was a BAX-4 version pro­
posed, but I cannot remember ever
seeing a photo of it."
Russ Brown, of Lyndhurst, Ohio,
sent us this letter:
liThe May Mystery resting on retracts
on a snow-spotted dock is the 1946­
1947 Bunyard Sportsman BAX-4. (The
photo in the May issue is of the BAX-3­

liThe January 1947 Aero Digest Direc-


tory data shows this modern Colonial
Skimmer-like form offered outstanding
performance at only $3,245, FOB Wi ­
chita! But 1947 was a very bad year to
sell any airplanes. It's a pity this op­
tional color scheme beauty is not at
Oshkosh for H.G. to don water wings
and swim around for color photos."
Another correct answer was re­
ceived from Ralph Peterson, of
Dothan, Alabama.






3086, OSHKOSH , WI



15 FOR

2002 ISSUE


[email protected]



Old-Fashioned Instrument Training:

Needle, Ball, and


Home on the Radio Range


t was time for a
change in my life, so I
asked Fred McGlynn,
who owned the FBO,
what he thought I ought to
do next. I really didn't want
to instruct in Taylorcrafts.
Not that it wasn't a good
job and there was nothing
wrong with Taylorcrafts.
Mine had served me well.
McGlynn advised me to en­
roll in Northeast Airlines
Instrument School (we
called it liNE"). He had
taken the course and had
Bill Dunn with his Grumman Widgeon
purchased a DGA Howard
to teach instrument flying. I took stood high on a rise where you could
see the airport off to the west. There
his advice.
I was still nineteen years old when was a lot of water in between. Today
I enrolled in NE in Boston. It was the airport has been expanded, with
November 1941.
its long runways almost reaching all
Logan Field was Boston's munici­ the way to Winthrob.
pal airport and that was where NE
Bob Hinman, who used to in­
had their school. Logan was a big struct for Shorty Williams at Amboy,
square field covered with cinders. It was just finishing his course with
had no runways. Northeast Air­ NE. He was also living at the Cliff
lines, who owned the school, was House. Bob went with American Air­
based there. American Airlines also lines and became a check pilot. Years
used the field and so did the mili­ later he was killed on a training
tary. The military had just received flight in the Boeing 707. As I under­
some Bell P-39s that they flew in stand it he was riding in the jump
and out of Logan. Those fighters seat while they were practicing stalls.
used every bit of that airport on The story was that the 707 went
their landings. I doubt that they into a spin out of a Dutch roll.
I left the Cliff House after starting
had four thousand feet.
I checked into the Cliff House. my course and moved in with one of
Today we would refer to the Cliff our instructors and his wife. His name
House as a bed and breakfast. We was Finch. Nice guy. My roommates
called it a boarding house. It was sit­ were Herb Ricker and Ray Remick.
uated in Winthrob Heights and They became real close buddies. Ray


was married and his wife
lived in Portland, Maine. He
had a little boy about three.
Herb was a bachelor. Ray
Remick was one of the fun­
niest guys I ever met in my
life. He was a little guy about
five-foot-five. He apparently
inherited a lot of money
and had a very pretty wife.
Ray and I drove to Portland
in his Buick Roadmaster
convertible one weekend.
Ray rented a small seaplane,
and we flew out to Mon­
hegan Isle. When we
returned his wife, June,
was waiting for us on the beach.
She informed us that we were at
war with Japan. It was December 7,
1941, and the Japanese had at­
tacked Pearl Harbor. Where in the
heck was Pearl Harbor?
When Ray and I returned to
Boston that night it was blacked
out. It hadn't really sunk in yet
that we were actually at war, but it
was beginning to. I couldn't help
but wonder how I might become
involved in it. Little did I realize
that four years later I would be
very much involved. I would be a
naval aviator attached to the Flag
Utility Unit with the Seventh Fleet
in the Philippines.
I happened to be the first in my
class to get my instrument rating in
February 1942. I was very fortunate
to take my flight test on a beautiful
morning with perfectly calm air. The
flight couldn't have gone better for


me. Everything clicked as I had been
taught, and I got two perfect cones
of silence (the area of no signal di­
rectly above the radio beacon) over
the range station. As I recall, it was
the first time that had happened to
me! I was pleased to hear that the
CAA flight examiner told my in­
structor that it was the best flight he
had ever sat through. Years later,
whilst taking a flight with a naval
instructor while under the hood, it
wasn't all that great. (The hood was
a large canvas covering, like a tent,
that completely enclosed the stu­
dent, so there was no peeking!)
Northeast moved their instrument
school to Burlington, Vermont, in
March, and Herb, Ray, and I got
jobs as instructors. We started out
as Link trainer instructors and
shortly thereafter started flying the
Stinson Gullwings.
Instructing in the Gullwings was a
great experience . I had never in­
structed any flying before and I soon
learned that if you really want to
learn something, teach it. I found
that I was not only teaching the stu­
dent, but myself as well. In the plane
the instructor would make the take
off and landing because the only
brakes were on the left, and they were
heel brakes. I had heel brakes on my
Taylorcraft, so it was no big deal. The
big Stinson had flaps, which were a
new thing to me, and being some­
what fascinated with them, I had to
try something new. I found that as
you were flaring to land, if you bled
the flaps off slowly as you came back
with the wheel you could grease that
big bird on like magic. We were hav­
ing a lot of fun . Some of it could have
turned out otherwise.
One day I let a particularly sharp
student try a landing from the left
seat. This was against company
rules. He made a good enough land­
ing, but when the plane started to
bear right, he must have been trying
to stop it with the left toe brake. In
spite of my applying full left rud­
der-I had no brakes on the right
side of the cockpit-and yelling
"LEFT BRAKE," we went screaming


off the runway into the grass. Fortu­
nately, it didn't ground loop and the
grass was friendly, and there was no
damage. I then understood the com­
pany policy. That escapade was mild
compared to a couple that followed.
One day we were making our ini-

One day I

let a particularly

sharp student

try a landing

from the

left seat.

tial approach to the range station.
One student was under the hood in
the left seat and the other student
was sitting in the back. It was my
job not only to observe the student's
performance but to watch out the
front window for other traffic. The
student in the back would watch out
his window for traffic from the left.
However, the three of us were con­
centrating on the job that the
student under the hood was doing.
Actually, the two of us were under
the hood with the student doing the
flying instead of watching outside as
we were supposed to be doing.
We were approaching the range
station from the south on the SW
leg. The student got a nice big fat
cone of silence. He made his turn to
go out the NW leg for his final ap­
proach and let down. Little did we
know what was occurring outside af­
ter he made his turn. It could have
been a permanent cone of silence
for six people.
After we landed my buddy Ray
Remick told me what almost hap­
pened. It was something that we in
our plane knew nothing about. Ray
said, "we were making our initial ap­
proach to the station on the NW leg
and were almost there when I hap­

pened to look out the window. There
right on top of us coming right
straight at us was the orange Gull­
wing. I almost did a snap roll to miss
it." Of course, it was us.
Ray was one of the coolest pilots I
ever knew. Later he became a cap­
tain with Northeast. It would not be
in his character to overexaggerate or
dramatize. He was really shaken by
this close call. A close call that I had
known nothing about. Needless to
say, I didn't spend much time after
that under the hood with the stu­
dent. I became almost a part of that
One day the plane that I was fly­
ing developed a rough engine. It
had a very pronounced knock and I
reported it. The next day I was
scheduled to fly the same plane .
When I fired it up, it still had the
knock. There were two mechanics
standing nearby, and I waved them
over. I asked them if they could hear
the knock. They said that they had
checked it out and that it was okay.
Being young and stupid I went
ahead and flew it.
I was over beautiful downtown
Burlington, Vermont, sitting in the
right-hand seat having switched with
the student. The hood was up and
the student in the back seat had his
earphones on, as both of us up front
did. Suddenly something let go in the
engine and all hell broke loose . The
cowl started to rock like it was going
to depart. I closed the throttle and
turned toward the airport.
I had to get into that left seat and
at the same time get that hood
down. The student in the left seat
had to get into the back seat to let
me by and was also fighting to help
with the hood and had forgotten to
take off his earphones. The student
in back volunteered on his own to
add to the mayhem by reaching up
and grabbing the mike to call some­
body. So between the three of us we
had the darndest mess in that cabin
one could ever imagine.
I finally got established in the left
seat, hood down, wires untangled,
throttle still closed and of course, los­

ing altitude. The airport was dead
ahead, but out of our gliding range.
Well, the prop was still wind milling
and I decided to turn it a tad faster
and try to make the field. When I ap­
plied power the roughness and the
shaking of the cowl was terrifying. The
cabin was now starting to fill with oil
smoke but the field was almost within
range. The engine kept running and
somehow we made it. The folks on the
ground told me that the plane was
pouring out so much smoke that they
thought it was on fire. After landing
we noted that oil dripping from the
bottom of that fabric fuselage had
gone all the way back to where it was
dripping off the tailwheel.
MyoId time friend, Fred McGlynn,
told me later when I told him about
it that I had been extremely lucky
that it didn't catch fire. With all that
hot oil and constant combustion, it
could have exploded into the biggest
fireball ever seen in the state of Ver­
mont. He said that I really should
have pulled it up and stopped the
prop after turning off the ignition. I
suppose that with my past barnstorm­
ing experience, I would have had as
good a chance as anybody in putting
the plane down in somebody's back­
yard and walking away from it.
The engine, of course, was de­
stroyed. There were pieces of it
blasted back into the firewall. The
two mechanics who had worked on
it came up to me later in the day
and showed me a little piece of pis­
ton pin lock that they had found in
the base. The chief mechanic told
them to forget about it. There hap­
pened to be a pilot's meeting that
same night, and I told everybody
the whole story. The chief pilot sup­
ported the chief mechanic and
nothing was done about it.
I have never been one to believe
that when you are going to get it
you're going to get it. Flying is very
unforgiving and one cannot be too
alert or too careful. I've had some
good luck in my almost sixty years
of flying. But I have always flown
with the adrenaline pumped up a
few notches. Sometimes several.

Ray told me about a funny little
trick that he had pulled on his stu­
dents and I gave it a go. Without the
student knowing it, I put our re­
ceiver on intercom. Then I would
call the tower and ask for taxi in­
struction for the take off. I would be

... I have
always flown
with the

pumped up a
few notches.
facing away from the student and
would change my voic e and call
back as the tower operator. I would
then advise Stinson such and such
to hold your position as there is a
flight of six B-24s approaching from
the south. The student hearing this
went ape. He asked me, " Did you
hear that? Did you hear that? B-24s?
B-24s?" He almost jumped out of
the plane to get a better look. B-24s
were our newest bomb e r and he
couldn't wait to see them. The trick
worked like magic. Years later I
pulled it again on a buddy over in
the Philippines.
Anne and I moved from our little
house in Essex Junction into a big
farmhouse near Lake Champlain
south of Burlington. Herb Ricker
moved in with us. They were just
magnificent days, and Herb and I
became life-long buddies. Herb
ended up years later as one of East­
ern's senior pilots and a check
airman in Lockheed L-lOlls.
Ray and I were called down to
Boston in the fall of 1942 to go on
the line as copilots. I even got to
route check riding the jump seat up
to Bangor, Maine, and back to
Boston. The next day upon return­
ing Herb gave me some good news.

Colonial Airlines was getting a mili­
tary cargo contract and was hiring
pilots. It would be an opportunity to
go with a smaller line and get better
seniority established.
So Herb and I went off to New
York. Coloni al hired us and we
checked into the Sanford Hotel in
Flushing, New York, on Long Island.
Colonial flew its passenger run be­
tween New York and Montreal, with
stops at Albany, New York , and
Burlington, Vermont. When they
started the military cargo runs, it
was to Dayton, Ohio, with many
stops in between. We flew into
Mitchell Field on Long Island;
Newark, New Jersey; Harrisburg,
Pennsylvania; Rome, New York; Buf­
falo, New York; and Detroit.
On the cargo runs we flew Lock­
heed C-60s, Douglas C-47s, and we
also had a couple of old DC-2s. The
DC-2s were the last of a great breed.
There weren't many around. That's
for sure. Looking back I feel very
privileged to have been able to get
some time in them. They were just
about the most stable flying ma­
chine that I have ever flown. Of
course they had some drawbacks.
The gear and the flaps had to be
pumped up and down by hand. The
brake system was worse than the old
Standard with which I used to barn­
storm. Both of these hydraulic
systems led to the demise of the two
DC-2s that Colonial owned.
My first trips with Colonial were
on the passenger runs to Montreal. I
flew with some great captains and
some not so great. That wasn't all
bad, however, because you learned
how to do it right, sometimes from
the mistakes of others. Three of the
best were Canadians. They were Keith
Murray, Eb McKay, and Stu Macklin.
Keith and Eb were old bush pilots. Al­
though they were not all that old,
probably in their forties. Stu, how­
ever, was young, really young. He was
only twenty-two. He had started with
Trans Canada when he was eighteen.
He had to get a waiver to get his ATR
to fly as captain!
More to come...





From the Eastern Cessna 190/195 Association newsletter, edited by Cliff Crabs.


n the last issue we discussed the
necessity of accurate engine valve
timing and looked at a protractor
made from PVC plumbing parts
and a VW timing disc that will help
to accomplish that job. This month
we will look at a variation on that
tool suggested by your editor, Cliff
Crabs, which will enable us to do
the job with the propeller installed.
Figure I shows the tool installed on
the cylinder of a Hamilton Stan­
dard 2B20 propeller.
It was necessary to enlarge the in­
side diameter of the 3-inch to 4-inch
female PVC adapter slightly to slip
over the 2B20 cylinder. This was ac­
complished in five minutes of
sanding, fitting, and sanding again
with a I-inch, 80-grit drum sander.
The PVC adapter was then drilled and
tapped to receive a nylon thumb­
screw (so as not to mar the cylinder).
A 6-inch disc of lI8-inch aluminum
was screwed to the 3-inch-by-4-inch
PVC closet flange, and the 3/16-inch
center hole was accurately drilled.
The Bug Pack (PIN 4503) self-adhe­
sive degree disc was installed on the
aluminum disc. A Heim female


threaded rod end was fitted with a 9­
inch, 30-pound test stainless steel
fishing leader with a 2-ounce sinker
weight. As t he prop is rotated, the
fishing leader and weight (read "tim­
ing pointer") always remains vertical
and provides a sharp line with which
to read the protractor.

We will use the Time Rite or other
top dead center indicator only to ac­
curately find top dead center (TDC)
of the No.1 piston, so it will not be
necessary to have the specific Jacobs
Time Rite Card-any mark on the
front of the Time Rite will do (See
Figure 2).



A. Install the Time Rite or similar
indicator in the No.1 spark plug
B. Bring the No. I piston to
roughly TDC on the compression
stroke (watch for the Time Rite arm
to reach its lowest point).
C. Install our timing disc and
pointer. Center the pro t ractor at
TDC (0) under the pointer and
tighten the setscrew.
D. Move the crankshaft clockwise
roughly 45 degrees past TDC, then
bring it back counterclockwise until
the Time Rite painter lines up with
our arbitrary mark on the housing.
E. Note the reading on the timing
F. Now rotate the crankshaft
counterclockwise (CCW) roughly 45
degrees past TDC, then clockwise

In order to time the magneto and
distributor to the engine accurately,
it will be necessary to compensate
for back lash in the engine. This
backlash is made up of the clear­
ances between gear teeth in the
valve train as well as the master rod
bearing clearance. (You can feel this
backlash by rocking the propeller
back and forth slightly and noting
the small amount of play in the en­
gine-the more wear in the engine,
the more the backlash.) If we ignore
the backlash in the gear train when
timing the magneto and distributor,
we may find ourselves 2 to 3 degrees
off, which is translated into added
heat, increased fuel consumption,
and reduced engine power.


~ ~







BUG-PACK #4503
"'30# TEST LEADER-"""






until the Time Rite pointer again
lines up with our arbitrary mark on
the housing.
G. Again, note the reading on the
timing disc.
The difference between the read­
ings taken in steps E and G divided
by two gives us the amount the pro­
tractor will need to be moved to
compensate for the engine's inher­
ent backlash. For example, if the
reading "right" of TOC had been 18
degrees, and the reading "left" of
TOC had been 22 degrees, then the
difference would be 4 degrees, and
half of that would be 2 degrees. The
setscrew should then be loosened
and the timing disc moved 2 de­
grees to "split the difference"
between 18 and 22. (New setting is
20 degrees before top dead center,
or BTOC.) You will now have com­
pensated for engine backlash and
can be confident that the timing

disc is zeroed. Just to shore up that
confidence, let's check it on both
sides of TOC again-the readings
should be the same.
You are now finished using the
Time Rite. Rotate the crankshaft
clockwise (viewed from the front)
back to about 45 degrees BTDC.
Again be sure that it is on the com­
pression stroke, then carefully
bump the prop (or handle of the
crankshaft turning bar if the prop is
removed) CCW to 31 degrees BTDC
(R755-A2 & B2). Install the mag­
neto at this position so the hash
marks on the rotating cylinder gear
within the magneto are aligned
with the hash marks on the mag­
neto housing and the points are
just opening (use a timing light).
When you have the magneto
hold-down nuts tight, again go
clockwise to about 45 degrees
BTOC, then CCW to 31 degrees

BTOC to double-check your work.
According to the Jacobs Overhaul
Manual, the distributor is timed to
1 degree BTDC (R755-A2 & B2) in
the retarded position. Since the
distributor is a 15-degree distribu­
tor, this will give us 30 degrees of
engine advance. Theoretically, the
distributor will fire at 31 degrees
BTDC along with the magneto. We
can check this by removing the
distributor cap and manually ad­
vancing the finger CCW until it
hits its stop. If all is as it should be,
the points will open, the distribu­
tor shaft will hit its stop, and the
crankshaft will be at 31 degrees
BTOC simultaneously.
All this may seem like a lot of ex­
tra trouble for the sake of timing
accuracy, but the rewards in power,
fuel economy, lowered operating
temperatures, and engine reliability
are surely worth the effort.


Biplane Bash

in Bartlesville Huge Success!

The 2002 edition of the Biplane Expo
All photos courtesy of the National Biplane Association. Photographer was Rick Bryant Phd.

The 16th



Expo on

May 31

and June
1 was a

Opening ceremonies on Friday morning, May 31, 2002, at the Memorial Plaza, marked
by a five-biplane formation overflight as the national anthem played ... impressive . The
Biplane Expo is in the background.

near-record number of 405 total aircraft at­
tended the colorful aviation event in
Bartlesville, Oklahoma, of which approxi­
mately 115 were biplanes.
The various airplanes and aircrews came from all over
the United States and from as far away as Florida, New
Jersey, California, Wisconsin, and Washington. Auto li­
cense plates from upwards of 35 states were observed in
the 1,000-car parking lot, which seemed to be nearly
filled throughout the two-day event.
The variety and quality of the featured biplanes was
seemingly endless. The biplanes ranged from a brand
new Grand Champion 1928 Travel Air 4000 as shown by
Les Gropeter of Creve Coeur, Missouri, to a ferry-time­
only Champion-level 1930 Waco ASO as flown by Dave
and Jeanne Allen from Elbert, Colorado, and from the
highly modified 1943 Boeing Stearman World War II
military primary trainer that Robert Ragozzino of Nor­
man, Oklahoma, flew for a record-establishing, first-ever,
solo, open-cockpit biplane flight around the world in
2000 to a magnificent re-creation of the fabulous Matty





Laird-built Super Solution racing biplane that won the
1931 Bendix Transcontinental Air Race from Burbank,
California, to Cleveland, Ohio . The legendary Jimmy
Doolittle flew the aircraft and then proceeded to set a
new transcontinental speed record for the era by contin­
uing his flight on to Newark, New Jersey. The re-creation
is the one and only flying Laird Super Solution in the
world and was built by Jim Moss, retired Northwest Air­
lines 747 captain of Graham, Washington; it represents
11,000 man-hours of construction time.
The range of airplanes continued with the exhibit of
t he finest pre-WWII 1941 Waco SRE cabin biplane in ex­
istence as presently owned and flown by the father and
son team of Al and Jeff Womack of Jackson, Louisiana,
and of a spectacular, top of the line, new 2001 Hatz Clas­
sic experimental biplane as built and exhibited by Mike
Foote of Olathe, Kansas.
The several thousand visitors to Frank Phillips Field in
Bartlesville were additionally treated to a breathtaking
full-scale copy of the Wright brothers' flying machine of
1902. The airplane was the final evolution of the Wright

Major Award Winners for 2002

Grand Champion Open-Cockpit Biplane
1928 Travel Air 4000
Owner/Pilot: Les Gropeter
Creve Coeur, Missouri

Jim Moss' show-stopping brand-new buildup of the Matty
Laird-Jimmy Doolittle 1931 Bendix Race-winning Laird Su­
per Solution was a sight to behold!

Reserve Grand Champion Open-Cockpit Biplane
1930 Waco ASO
Owner/Pilot/Builder: Dave and Jeanne Allen
Elbert, Colorado
Grand Champion Cabin Biplane
1941 Waco SRE
Owner/Pilot: AI and Jeff Womack
Jackson, Louisiana
Reserve Grand Champion Cabin Biplane
1943 Beech Staggerwing
N333 E
Owner/Pilot/Builder: Jerry and Jack Miller
Ft. Collins, Colorado

Robert Ragozzino of Norman, Oklahoma, was the Biplane
Expo's guest of honor. Robert was the first person in his­
tory to fly an open-cockpit biplane solo around the world.
He did it from June 1, 2000, to November 17, 2000.

brothers' many experimental airplanes just prior to their
adding an engine and propeller when they created their
1903 first-powered flight machine.
While biplanes were the primary focus, it was an
amazing paradox of comparison to observe a fully air­
worthy, full-size replica of Clyde Cessna's first airplane,
the Silver Wing, a 1912 model, Bleriot-styled, Toyota­
powered, SO-mph flying machine parked very near an
absolutely superior, highly polished WWII North Ameri­
can p-s 1D Mustang, now a $1,300,000, 440-mph
airplane and the finest fighter of its era. The Biplane
Expo had something for everyone.
The opening ceremonies were conducted on Friday,
May 31, at 9:30 a.m. and featured a formation overflight
of biplanes simultaneous with the playing of the na­
tional anthem and the raising of the U.S. flag. At these
ceremonies, the names of six aviation personalities were
added to the Memorial Plaza Monolith. They were Fran­
nie Rourke, George Goodhead, Bud Wielt, George "Sky
King" Vaughn, Hale Wallace, and Douglas MacBeth. Ap­
proximately 40 names have been inscribed on the
memorial since 1997.

Grand Champion Experimental Biplane
2001 Hatz
N22 HZ
Owner/Pilot/Builder: Mike Foote
Olathe, Kansas
Reserve Grand Champion Experimental Biplane
2000 Laird Super Solution
N22 ML
Owner/Pilot/Builder: Jim Moss
Graham, Washington
Chainnan's Award
1940 Waco UPF-7
Owner/Pilot/Builder: Jerry Brown and Tom Rock
Greenwood and Rockville, Indiana
Longest Distance in an Open-Cockpit Biplane
1943 Stearman PT-13
Owner/Pilot/Builder: Clark and Mary Dechant
Lakeland, Florida
The Robert P. Moore Memorial Award for Aircrafbnanship
2001 Hatz

N22 HZ

Owner/Pilot/Builder: Mike Foote

Olathe, Kansas



The crowning cabin achievement of the Waco era was AI and Jeff Womack's 1941 Waco SRE cabin biplane. It was
voted Grand Champion Cabin Biplane. The airplane was previously owned by astronaut Frank Borman.

On Thursday evening, May 30, the National Biplane
Association hosted An Evening with Robert
Ragozzino," during which Ragozzino narrated a visual
display of his 23,OOO-mile around-the-world flight in
2000. On Friday evening, May 31, the Biplane Expo rec­
ognized Robert in an honors tribute with major awards
and acknowledgments of his accomplishments.
Both Robert's "around-the-world flight" Boeing/Stear­
man and Jim Moss' sensational re-creation of the Matty
Laird/Jimmy Doolittle Super Solution were prominently
displayed on the airport ramp for all to see. The West
Milton, Ohio-based Wright Brothers Aeroplane Com­
pany re-creation of the 1902 Wright brothers' flying
machine joined these historic airplanes.
The attending public was, again in 2002, afforded the
opportunity of an open-cockpit biplane ride through
the efforts of retired Air Force Col. Joe Kittinger and a
1929 New Standard biplane. Kittinger, who holds the
world's record for high altitude parachute jumps and
who flew more than 500 F-lOS fighter combat missions
in Vietnam, is a member of the National Aviation Hall
of Fame.
The pilot of the world's largest biplane, Tom McMurtry
of Edwards Air Force Base, Lancaster, California, was in at­
tendance. McMurtry piloted the NASA 747/space shuttle
piggyback aircraft used to return the space sh uttle to
Florida when the shuttle has landed in California.
More than 300 aviation- and community-oriented
volunteers beautifully hosted the biplane and sport avia­
tion gathering in one of the finest Biplane Expos in
The "world's largest gathering of biplanes" of variety
is again scheduled for Bartlesville, Oklahoma, at Frank
Phillips Field on June 6-7,2003.

Dave and Jeanne Allen of Elbert, Colorado, earned Re­
serve Grand Champion in the Open -Cockpit Biplane
category for their ferry-time-only 1930 Waco ASO (look at
that grass, sky, and smiles!).

Les Gropeter of Creve Coeur, Missouri, was voted Grand
Champion Open-Cockpit for his perfection-level 1928
Travel Air 4000. It drew big crowds for a full two days!




H.G .

Longtime members may recall Gerolamo Gavazzi ' s
restoration of a similar Ca.100 on floats in the early
1990s. He 's done it again , restoring a landplane version
of the Ca .100, complete with another exceedingly rare
130-hp Columbo S.63 engine . Both airplanes are the only
examples of Italian civil aircraft from the pre-World War II
era still flying. As a youngster, Gavazzi began to learn to
fly in the float-equipped Ca.100, and he has continued
his love affair with the type over the ensuing decades.
The unusual wing structure , with the upper wing spanning
8.355 meters and the longer lower wing spreading out a


full 10 meters , gives
th e Caproni an interest­
ing profile.
Ca.100 was used during the post-war period for skywrit­
ing and banner towing before being grounded in 1962.
The restoration was started in 1996 and completed five
years later. At the conclusion of its test flight , it became
the oldest flying airplane in Italy. The two Ca.100s owned
by Gavazzi are the only ones flying out of a total of five
Ca.100s known to exist.

Tiger Moth
From Howard Hollins of Pennsylvania we have this
concerning his restoration:
" I thought I' d send you a picture of my Tiger Moth,
recently repainted / restored. The aircraft is a DH82A
Tiger Moth, made at Morris Motors , Cowley, England,
in September 1940. The wings and tail surfaces were
totally restored during the winter of 2000 by Geo rge
and Laura Denys, and the fuselage refinished and
painted by Pat Burns, Jim Cherry, and myself.
"The Tiger is currently a resident at Van Sant Airport
in Erwinna , Pennsylvania. The British registration is au­
thent ic to the aircraft and would be assigned again
should it return to England and fly at the Surrey Flying
Club, as was intended. The U.S. registration N82DH is
under the tail. "




ld Rhinebeck Aerodrome's
Curtiss Jenny is a 1918 orig­
inal and an American
legend. So many things go into an
aircraft: purpose, design, realiza­
tion, and its truth. How it flies and
how it works in life are its truth.
And if it lives long enough (and
doesn't kill too many of its pilots),
it can develop a classic reputation .
While the Curtiss Jenny does have
this, time has almost surrounded
her in a historical haze of mystique
to render that reputation grand and
glorious. Indeed, the aircraft has be­
come an American icon; a
touchstone. Her legend, though,
confronts her reality at Old
Rhinebeck Aerodrome.
ORA, or liThe Aerodrome" as avi­
ation historians know it, has flown
its Jenny for over 27 years. As such,
Jenny has flown here more often
than anywhere else in the world,


and her pilots know her quite well.
Yet from the start, she surprised
even Cole Palen. Moreover, the pi­
lots are still trying to figure her out.
lilt is a big biplane," Ken Cassens
said one afternoon while working
on the ribs of a Ryan's wing. He's
one of the pilots. "Emphasis on big.
It's heavy on pretty much all the
controls except the elevators;
they're fairly sensitive. But the rud­
der is very heavy and the ailerons
are very heavy, so it's just, ah, y'­
know ... it's, it's a crate! That's
basically all you can describe it; it's
just a flying crate."
Odd words since it came in a
crate. Cole looked into Trade-A­
Plane around 1967 and found an ad
for a 1918J-1 Standard. Cole loved
old airplanes: liThe older they are,
the easier they are to fix when I
break 'em! HAH!" He bought it sight
unseen, and it came shipped to him

from Florida in a rail car crate. When
he opened it and laid out the pieces
on the turf of the Aerodrome, he
later commented, "I thought it
looked a little funny. After I stared at
all those parts, I began to realize that
I didn't have a Standard, I had a
JENNY! And that's MUCH better
than a Standard . Everyone knows
the Jenny!"
After rebuilding it as a barn­
stormer's bird, Cole and the gang
flew the heck out of it. It became a
workhorse, too, something Jenny
was well suited to do. She was
painted, "with whatever dark green
Cole could afford, if not mix up
himself," said Dick King. Just like
the old days. And like the old days,
she was broken, fixed, broken again
and patched again, and flew and
flew and flew, just like an original
Jenny. 'Cause she was, and is.
After a while, she looked beat. And

she was beat, but that was all right,
too. Jennies lived that exact same
way 80 or so years ago when barn­
stormers tried all the chea p tricks
they knew to keep her in the air. But
ORA's Jenny flew safe up until the
day the gang wanted to retire her.
Retire her? It was only a quickly
passing thought.
"We knew that we couldn't retire
her after that word was said out
loud. It is a 1918 aeroplane, one of
Cole's originals, and we wanted to
see her in the air. More importantly,
the crowds wanted to see her in the
air," Jim Hare explained. He's the
announcer at the air shows. "We lis­
ten to the crowd, and so many
people came up to us and asked
where the Jenny was, after we
grounded the 01' gal. Fortunately, in
the microsecond after 'retired' was
said in a meeting, we decided to re­
store her, and so we could now tell

people that she would soon fly
again . You should have seen the
look on their faces when they heard
that. It was as if an old friend would
be back soon."
But how beat was she? I mean, if
it is "a crate in the air," what does
it matter that the Jenny looked a
bit tired?
"Well, the ailerons were looking
like potato chips, they were so
warped." Dick King, who has more
Jenny time under his belt than any
man alive, described her sorry as­
pects. "It was put together in
1968-70 by Cole and his friends and
really hadn't been apart since then.
It was time. The 'new' Jenny has
been put together in the past three
years by Ken Cassens, who is one of
the outstanding premier aviation
mechanics that I know of. In addi­
tion to regular welding, he welds
aluminum and stainless steel. If you









look at the rigging wires there, he
did all the wrap and solder jOints, a
skill that is pretty well gone in this
day and age. He had two or three
part-time helpers with him during
this time. They did the preliminary
work, like they made all new landVINTAGE AIRPLANE


The Jenny's instrument panel located in the aft
cockpit. From lower left to right: starting booster
switch, Jones tachometer, Dixie magneto switch, fuel
pressure (small gauge), and compass. Oil pressure,
oil temperature, water temperature, and lower right,
an altimeter. And yes, the stick DOES look like the
handle of a baseball bat! What a comforting sight for
an American boy learning to fly in 1918.

ing gear wood; the engine mounts
are all brand new; the cabane struts
are all brand new. These are the
high-stress areas, so we decided that
it would be the thing to do."
Dick continued. "But we kept as
much of the original structure as we
could. And now, with her all re­
stored, the ailerons right (we think!),
and everything in place, do you
know she flies almost the same as
the day we grounded her? Really,
there 's not that much of a differ­
ence! It makes me realize how solid
and dependable the Jenny is. I can
really understand barnstormers tak­
ing the shirt off their back and
ripping it to make patches for the
holes in the fabric. I can see them
doing it.
"You said that Kenny says it flies
like a crate? I can see that. That's a lot
of airplane up there. But I like to
think of it as a truck. You are moving
a lot of wings, struts, wires and fuse­
lage in the air, and it takes some time
for it to make that turn. But when
you slow down, you slow down! It's
forgiving though, and tough, really
tough. Yup; like a truck."
"But that's not necessarily a bad
thing." Leo Opdycke, editor of WW

I Aero, the Journal of the Early Aero­
plane, pointed out something we all


Nope, there is no mistaking the Jenny for any other bird in
the air. What large numbers on the fuselage! Perhaps to dis­
courage the Navy trainees from flying too low? Remember the
old rule for minimum height restrictions in flight?

Petrol gauge. One

would think that it is

British made (petrol

VS. fuel), but this

gauge is American. It

was made by the

Boston Auto Gauge

Company. Another

odd thing: it seems

to be marked back­

wards, with the "full"

area to the far right.

kind of forget: not all
legends are nimble
and swift. "The Jenny
was designed as a trainer by Curtiss;
in fact a primary trainer. So it had to
be slow, predictable, tough and reli­
able. It was not an aeroplane that
would, or should, get ahead of the
pilot. If the novice did something
wrong, there was plenty of time for
the instructor to recover the aircraft.
Usually. And besides, a truck can
take a lot more day-to day punish­
ment than a sleek sports car. That's
one important reason why it was so
successful as a barnstormer."
Besides it being cheap to buy sur­
plus from the government. Many
legends all have a beginning, and
the legend of the great, cheap war­
surplus plane probably began with

the Jenny. After WW I was over, Jen­
nies and the notorious OX-5 engine
were a dime a dozen. Well, almost.
Being a home-grown aeroplane, and
the Brits and Canadians turning off
their contracts in a matter of weeks,
anyone, and I do mean anyon e,
could buy a Jenny for $50, brand
new in the crate. And restless men
who were pilots in war found an­
other type of day-to-day excitement
in the air as barnstormers. And fly
them they did, into the makings of a
legendary time. And they beat their
Jennies, too.
"That's why it's so hard to find
Jenny parts today." Ken, who was in­
strumental in the restoration of the

As you can also see on the wings,
there are plenty of wires on the aft
surfaces. Curtiss must have owned
stock in an aircraft wire factory. But
these are big surfaces to move, so
all those wires are important.

Jenny, explained some of the many
little surprises found in every restora­
tion. He was still working on the
Ryan's wing when I bugged him
again. "Jenny parts are getting scarce.
That's because of the order by the
government to burn all the Jennies."
What? Not this theme again!
Heartbreaking stuff ...
"Are you kidding me?" I asked.
"No; back in, I guess, the late '20s,
they were having a lot of accidents
with them. The government figured,

'Well, they were all wooden and
old,' and put out an order to destroy
them all. That's when they started
regulating things; pilots had to get
their licenses ... "
"Waldo Pepper time."
"Yeah, exactly; that was the whole
idea of that movie, to show that the
development of aviation led to the
development of regulation. Fortu­
nately, though, we were able to find
the parts we needed, and we kept al­
most all the original hardware and
reused it. Yup, and we even kept the
original stick; it's shaped just like the
grip on a baseball bat."
(How reassuring for a young cow­
boy from Texas of 1917 to see in a
cockpit, the familiar shape of a base­
ball-bat handle. Now how American
can that be?)
"Well, it's pretty much all original,"
said Ken. "There's new wood work in
the landing gear struts. Larry Potter
built those up; that's ash. The cabane
struts there in the fuselage in the cen­
ter section are all new; that wood's
spruce. And we rebuilt the center sec­
tion [top wing]; the only original part
is the hardware and the middle rib;
there are three ribs there. And the
trailing edge in the center section is all
original, too. The top wing panels had
extensive restoration; the leading
edges are new. There were also a bunch
of false ribs that were missing that we
made up. We also made some new fit­
tings; the ones on top of the cabane
struts are all new.
"We changed the wheels; we put
the right size wheels on it. They had
real small wheels on it before. It just
didn't look right, so we put the
proper wheels on it."
"So what is changed now on the
'new' Jenny?" I asked. "If one bird
was ever modified by her pilots, this
one was it."
"Let's see ... We changed the fuel
system over. The carburetor is right
up on top of the engine, so you can't
have a gravity feed system. What
they did have before we restored it
was a bicycle pump to pressurize the
fuel tank, which is not the greatest
situation. If you get a leak or a

cracked fitting or something, and
you got the tank pressurized, it's like
a spray can."
"Spraying raw fuel every­
where ... Oh, goody."
"Yeah, right. So uh, this is a
Wright-built engine in there, and
what Wright did was when they
were making the engine, they made
some changes. They were making it
under license, but, uh, they
changed, oh, the mag drive set-up.
They put the mags on an angle to
clear the engine mount, and they
also put an engine-driven fuel pump
on it. So we have the engine-driven
fuel pump on that; now we have a
system that is more correct for the
airplane. The auxiliary pump is a
hand wobble pump, so we can pump
up the fuel for starting, and it's a full
type carburetor of course. And then
once the engine kicks over, it main­
tains about three pounds of fuel
pressure, and that's all you need.
"The old system with the pressur­
ized tank, you had to have a valve
on there and shut the vent off on
the tank, which is not a good idea;
otherwise your air would just go out
the vent! So there was a situation
where they had a pressure gauge on
it, and of course, you don't pump up
too much pressure on the thing; you
only get three to four pounds of
good pressure on the old system.
And, you know, if you're flying
along and not paying attention, you
lose your head pressure, then you
could run your carburetor dry. So
this way, we have a fuel pressure
gauge, a backup wobble pump, and
an engine-driven pump, and it's
more of an updated fuel system."
"Um-hmm; much safer."
"Yeah, and it's simpler. You don't
have to worry about shutting the
vents off and things like that. A pres­
surized fuel system with air pressure
is not the best system in the world."
"You use 80 octane aviation fuel
in it?"
"Yeah; almost all the aircraft here
use 80 octane. In fact in the days
when they were flying these things,
nobody knew what the fuel was. It


was gasoline, but I'm not sure that
they had octane ratings back then;
maybe they did. But now a lot of
these old airplanes that are certified,
the early ones, you don't have to get
an auto fuel STC, because they were
burning car gas even before they
had avgas. So it doesn't apply to
some of these early airplanes./I
"Gas is gas./I
"Yeah. You know, we didn't want
to get to the extent to being authen­
tic to where it's dangerous. We
wanted to make it original, but we
wanted to make it mechanically
sound and upgrade it as close to mod­
ern day standards as we could. For
instance, it's ridiculous to have eleva­
tors scraping on the ground just
because there are no stops on the air­
plane, so we put stops on them./I
(Why is it the head just begins to
shake back and forth when you lis­
ten to these guys?) "I can't believe
that they didn't have stops on 'em
and just let them bang on the
ground. Hmm! So I wonder why
Curtiss did that?/I I asked.
"I don't know. Unless maybe the
original ones did have stops, and
over the years they got taken off for
more travel; I have no idea. But if it
is a design deficiency in the airplane
we have, we try to upgrade it make
an improvement./I
"The rudder doesn't have stops on
it either. That seems almost suicidal
to jam against the elevator in a situa­
tion where you really want control./I
"Well, the design of the airplane
wouldn't be suicidal; it wouldn't
lock the elevators, it would rub
against it. And it would create a
chafing on the rudder and the eleva­
tor. It wasn't something, that if you
were put into that position, it was
like snapping a lock shut and not
being able to open it without a key;
it's not like that. And it was not a
critical Situation, but there again, it's
something where we didn't want to
have the airplane looking like a
piece of junk with rub marks all over
the tail and things like that./I
"Especially after all the time you
spent on it,/I I added.


Granddaddy: one of the first,
finest and most reliable V-8s ever
made, the Hispano-Suiza powers the
Aerodrome's Jenny. This is a type E­
4, made by the Wright Company
under license. It puts out 180 de­
pendable horses, especially when
you consider the alternative: the
more anemic 90-hp OX-5. The gray
tank is for the ali-to-rare 80-octane
aviation fuel, or, whatever. ("Gas is
gas" for the Jenny.) Ed Hammerle re­
stored it. He pointed out it's from
the mid-1920s, later than the Jenny,
which was built in 1918.

"Yeah, and it's common sense; it's
general practice; if the airplane was
going to be certified, it would have
all these things, so we might as well
upgrade it to a point where it was at
least a little more reliable, mainte­
nance free and all that, as far as we
can make it./I
"You still hand-prop this thing?/I
(Big prop, big engine; big sweat.)
"Yes. We put a booster mag on it.
Supposedly, according to the [Hisso]
engine manual, it should start like
the Fokker D.VII (See Vintage Air­
plane, April 2000 for the 1918
Mercedes D.III. UA engine-start se­
quence), but we haven't come up
with the proper sequencing for
everything yet. We're still learning
about the aircraft./I
Like how it flies. Ken took her up
for the first flight since she was re­
built. I was curious about that. Test
flights are always exciting, no mat­
ter what the plane. So I asked.
"It handles nice on the ground; it
rolls straight. It's got a swiveling tail

skid. It swivels through 20 degrees
or so. The thing has got a little more
controllability on the ground than
say something that has a rigid tail­
skid. It's the same set-up on the Spirit
ofSt. Louis./I
"So, is the response positive when
you go to maneuver her in the air,
or is it move the stick to the right,
count three, and then she moves?/I
"It's positive to the extent that it
will eventually give you what you
want. You do have a lag there. It's
certainly not to the point where it's
a problem, but it's just different. It's
like flying a Cub or a Champ, you
know; they're basically the same,
but each one has little different
characteristics, so it's hard to group
everything into one. So you can't re­
ally generalize on a lot of these
things: most of 'em are all individu­
als, just like people. They all handle
differently; they all have their own
"So she's easy to fly?/I
"Yeah, it's not difficult, depend­
ing upon the wind conditions. The
airplane was a trainer for the mili­
tary; they were taking guys and
giving them three to four hours in
them and then they'd solo, so it's
certainly not an airplane that's tricky
to fly. It's just like a Stearman; it's a
primary trainer./I
"And it is slow?/I
"Oh yeah./I
"What's its speed, usually?/I
"Well, we have one of those wind
vane air speed indicators; I don't
know how accurate it is; it shows
about 65-70 mph on that thing./I
"Again, it is a Ifly by the seat of
your pants' kinda thing./I
"Yeah, you don't look at it dur­
ing takeoff and landing; it's all
done by feel./I
Ken continued. "The visibility is­
n't too bad in it. It's just like any
other biplane; you know, you don't
try to look through the wing. You're
going to have to get your peripheral
vision. You know; you look past the
wing; you pick what you feel com­
fortable with and use it as a reference
pOint for flying the airplane./I

"Stall speed is pretty reason­
able; 55, 45?/I
Ken shrugged. "I have no
idea what she stalls at; you just
fly the thing 'til it lands./1
"Well, after she was rebuilt,
you took her up for some test
flights and things like that./1

"What are stall characteris­
tics like?/1 I' m still trying;
maybe a different tack. ..
"Actually, I never stalled it; nope,
just flew it around./1
"It's just one of those thing that
we're not going to do aerobatics in.
You get close to the ground and you
stall it and make a full stall landing.
You just get the feel of the airplane.
If the thing ever got into a spin or
something, I have no idea what it
would do, so you don't get it into a
spin. As old as the airplane is, it's
one of those things where you just
fly it straight and level and make
some turns. You could take it up to
altitude and feel it out a little more.
But, why take a chance with an air­
plane that old and that valuable just
to see how it would handle in a spin
or a stall?
"You should talk to Bill King if
you really want to know what our
Jenny flies like; he's flown both the
'old' and the 'new' one here much
more than 1./1
So I did.
Dick King is the other pilot. He
smiles a lot and chuckles often. He's
also wrapped those big hands of his
around more odd fligh t con troIs
than many museum curators have
seen. If anyone knows Jenny ...
"I notice that when I flare to land,
it floats a little longer than it used
to, and I think one of the reasons is,
that all the warps are out of the
ailerons, the elevators and things
like that, There used to be a lot of
drag there. Not that it doesn't have
drag now (rueful chuckle), because it
does have drag yet, with all thos e
struts and things. It's just a little bit
cleaner, and a lot nicer looking,
when you look around. Immedi­
ately, that's one of the things you

The new colors of the Aero­
drome ' s Jenny represents a Navy
aircraft. This service branch (as well
as the Marines) operated Hisso-pow­
ered Jennies, whereas the Army
operated Jennies that had the Cur­
tiss OX-5 engine. There's some
question if the fuselage should be
'battleship gray' or silver. This one's
particular markings represent an air­
craft based at the Pensacola Naval
Air Station.
notice when you sit in it.
"It flies similar to the old one. But
when we first got this new Jenny fly­
ing, it tended to overheat. It still
does. The radiator may not have
quite enough capacity for the en­
gine that we have in it now. We have
a 180 hp Hispano-Suiza (Hisso) en­
gine in it. The one that was in it all
those years was a 150 hp. And the
Jenny has an OX-5 radiator on it. It
may cool down once the engine is
broken in a bit.
"As far as taking off and so on, it
takes off and flies pretty much the
same with this engine as it did with
the other one . Start down the run­
way, things bounce around a little
bit, (more chuckles) and, the first
thing you know, it sort of levitates
into the air. It does do that quicker
and easier than when it had the old
engine in it. It does use a surprising
amount of right rudder when you're
first starting out on th e take off to
keep it going straight. But when you
give it throttle, a nice even motion
throttle up to full power, the back of
the seat comes in and gently presses
against your back, so as to let you
know that you're gonna move out, I
guess, and once it gets up to 60 mph
or so, then everything settles down

and so on ... /1
(And then you're flying an
honest to goodness Jenny!)
"And you usually keep
throttle on, pretty well all the
way in when you're making
the approach to land, until
you're right near the ground;
then you can throttle back.
The minute you pull the
throttle all the way back, it
slows down rapidly because of all
the wires, and so on. So, you keep
the speed up, and you're all right.
And it works better if you're making
a turn if you can get the nose down
a little bit and gain a little speed.
Then the ailerons are a little more
effective when coming around.
"I like to fly it. I think that it's a
great airplane to fly. And there's no
mistaking that airplane for anything
else. It's a Jenny, and there's nothing
else actually like it, and nobody who
knows airplanes would ever mistake
it for anything else./1
*Phew!* Jenny, Jenny, Jenny. In
1970, Jack Lincke wrote a book,
Jenny Was No Lady. But here, I heard
naught but good. Solid, dependable,
slow and steady, Jenny introduced
more Americans to the reality of
personal flight than anyone aircraft,
ever. She casts a long shadow.
As I walked away from the Aero­
drome, I got the sense that the
Curtiss Jenny is their new pride and
joy, and, that they were still
scratching their heads about her.
It's amazing, really. What with all
that has been written about the 01'
gal, and the books, and the legends,
and the other ones still sort of in
the air, that in real life, that crazy
gang of experts at the Aerodrome is
still learning about what makes a
legend tick. Anyone can come and
watch it, too, every weekend. And,
if they watch carefully enough,
they'll see the pilots exploring and
discovering the history of flight. In
I picked up a rock from their
grass strip and threw it absent­
mindedly away.
I kinda like that...


A Different Cub Gear




These two views are of the oleo-style shock absorber for the Piper CUb. This absorber dampened the rebound action of
the internal spring by relying on the friction of a brake lining used inside the tube, instead of metering holes for hy­
draulic fluid. No fluid is used in this unit. While these units are not available, we present them as a "thought-provoker."

During the 1920s, I grew up on

local aero club. I took flying lessons

In August 1998 I visited myoid

the south shore of Lake Constance

in our Bucker Jungmann. The club

hometown, and it just so happened

in Switzerland. Dornier built a fac­

acquired a couple of surplus Piper

that an international air show took

tory on the Swiss side of the lake to

Cubs from the U.S. Army for about

place. Representing the United States

manufacture the Flying Boat DO-X.

$100 apiece. They needed some

was the MATS Connie, a Corsair, a P-

It also built a grass runway next

work because of bullet holes and

5 I, an Aircobra, a Stearman, some

door. In the '30s, we had airline

other damage. At the beginning we

Pipers and Cessnas, and a few others.

service on the Zurich-St. Gallen Al­

had a heck of a time starting the

To my surprise, one of the local Cubs

tenrhein-Munich route. We were

65-hp Continental. We were

had the shock absorber legs that my

also on a mail route, Altenrein­

spoiled by the Bucker, which had

friend Willy Kuhn and I developed

Basle. An open cockpit Klemm 25

an inertia starter.

more than 50 years ago. The cross-sec­

flew the route twice a day. A lot of

One other big difference we no­

tion drawing shows how it works. And

air history was made around our

ticed was the landing gear. The Bucker

you can see the way it looks on the

lake. Zeppelin built his airships

was equipped with oleo legs, and the

Cub in the photos. The takeoffs and

right across the lake in Frei­

Piper with bungee cords. My friend

landings on a bumpy field are no

drichshave n. As a kid, I often

Willy Kuhn and I decided to do some­

longer hippity-hop, like they were

watched the test flights of the DO­

thing about the bouncy landings of

with the old bungee cords. Back when

X. Since I was interested in

the Cub. After considerable effort, we

we made the units and got them ap­

airplanes, I joined our local glider

had a working shock absorbing leg.

proved, we sent a letter to Piper in

club. There I had my first takeoffs

We submitted our masterpiece to the

Lock Haven, but we didn't get an an­

on a primary glider.

Swiss FAA for testing. The article and

swer. I do not recall how many units

draWings are a translation of our sub­

were sold since I left the country in

mittal and its approval back in 1949.

December 1949.

The war stopped our activity. Af­
ter peace broke out, I joined our












Translation from : German WB : ie
Air Office
Bern , March 23 , 1949
311. 61 -Ni

Mr . Willy Kuhn

Mech. Werkstatte


Dear Sir:
Subject : New shock absorber legs for the undercarriage
of the 'Piper Cub" plane .
We have finished the testing of the shock absorber
legs developed by you for the undercarriage of the "Piper
Cub " plane and can advise you of the following test re­
sults :
The breaking strength determined on our test machine
in Horgen is 3,130 kg. As compared with the original con­
struction , this strength must be considered satisfactory .
The strengthening of the bolt eyes contemplated for the
mass production, which parts were the first to break in
the test, will , however , in all probability increase the
breaking strength to about 4,000 kg .
The work performed until the resting of the spring is
about 75 mkg , and the work given off upon the release
from load is about 30 mkg . The work consumed by the damp­
ing is thus 45 mkg and therefore 60 percent of the total
work . The "pancake landings " carried out during the
flight tests show that upon the release of the load the
remaining 40 percent is taken up primarily by the fric­
tion occurring upon the change in tread , so that there is
practically no longer any tendency to bounce . Upon land­
ings at excess speed, on the other hand, the tendency to
bounce , which is still present, although greatly reduced
as compared to what it previously was , is not due to the
relaxing of the spring, but due to the angle of attack
produced upon the striking of the front wheels-and thus
to an increase in lift .
In the case of the original undercarriage with rubber
shock absorber , the maximum energy absorption of the
shock absorber leg is 40 to 50 mkg . Its damping was not
measured . It is , however , naturally small.
Upon the assembly of your shock absorber leg, it
should be seen to it that all parts are free of grease

and oil . In the case of the experimental leg , the spring
was greasy. Due to the backward and forward movements ,
the brake lining also became greasy, and the maximum work
dropped , in the last tests, to about 60 mkg .
Summarizing , we would like to say that on basi s of our
examination and the test flights made and attended and on
basis of the experience report of the flight teacher , Mr .
Kramer (more than 400 landings) , we have arrived at the
opinion that the undercarriage of the "Piper Cub " is im­
proved in every respect by the installation of your shock
absorber leg . The taxiing, starting , and landing is
softer and easier . The maintenance is less ; the new shock
absorber leg is to be recommended both from a technical
standpoint and from a flying standpoint , particularly
for training .
As soon as the mass production legs have been examined
by our Mr . Rupp and provided with the stamp of the Air
Office , they may be used on any "Piper Cub " plane (see
our enclosed certificate) .
We shall invoice you separately for our testing fee of
Francs 30 .
Yours very truly ,
The Inspection Engineer
(Signed) Nicole
Enclosure mentioned .
Copy to Mr . S. Rupp
Zurich 48
311 . 61-Ni
We here\oJith certify that the shock absorber legs de­
veloped by Mr . Willy Kuhn of Rorschach for the
undercarriage of the Piper J3C-65 plane have been exam­
ined by the Federal Air Office and approved . The shock
absorber legs provided with our inspection stamp may thus
be mounted on any plane of the aforementioned type.
The Inspection Engineer
(Signed) Nicole
Berne , March 23, 1949




P.O. Box 424,


IL 60180

Afather's lament

A very nice shot of the C-3, taken shortly after its restoration, by EAA pho­
tographer Lee Fray. The colors are dark green with an orange stripe and
orange wings with green markings.

I've married off one daughter and
three sons. In each of those events
there was the knowledge that I was
gaining a son-in-law and their three
daughters-in-law. I've also gained
some further fringe benefits, grand­
There's only one little shred of
joy over this last one leaving home.
My baby, my Aeronca C-3,
NC13556, has flown the Funny
Farm coop to an avid antiquer who
has loved this airplane from afar for
almost 20 years. He was so smitten
with it that he reverse engineered it
and built an Aeroncopy" (an exact
copy with the exception of a Conti­
nental A-65 in place of the Aeronca
E-113 engine).
My feeling of loss hasn't abated
much, and I'm still catching it from
the five kids who all learned to fly
and have grown up in the shadow
of this great little airplane. (He's
been hearing it from some of his
friends, too!-HGF) Two of those
five kids were born some time after
the airplane came to live with us.
The full story of the acquisition,
restoration, and its flight character­




istics is in an article I wrote back in
September of 1973 for Vintage Air­
plane. To encapsulate some of the
highlights, I acquired it as a basket
case in 1964 after a long search.
Aeronca Club President Erv Eschel­
man and a number of other Aeronca
people had provided leads, and nine
years later I had a flying machine,
the realization of a line boy's dream
after being allowed to prop one back
in 1939.
The one bright ray of sunshine
on the other side of this cloud is the
fact that the new owner will love
and care for this little gem even bet­
ter than I did. Its new home is
Brodhead, Wisconsin, and I have
leave to fly it whenever I'm in the
area. So really, I guess I've gained
something, a friend who will nur­
ture, feed, and house my treasure,
and I'll still be able to fly it once in a
while. We may even see it at EAA
AirVenture Oshkosh, as in the past
when it was there 13 years in succes­
Bon voyage, little C-3 friend, from
the Funny Farm family you raised.
Over to you,

"The story began with a kid work­
ing at the local airport way back in
1940. I saw one there, when I was
a line boy at the old Elmhurst Air­
port outside Chicago. It was an
Aeronca C-3 Collegiate, transient,
on the way through to Michigan and
someplace, with about the sportiest
lookin' guy you ever did see flyin' it.
I think the clothes make the man,
and this was really a sporty guy­
dapper little mustache, pulling on a
pipe, golf knickers, and real sport
two-tone shoes. The airplane didn 't
create as much attention as he did,
for most, but I was more interested
in the airplane."
Buck wrote those words back in
1973, while recalling the day he first
saw a C-3 in person. This photo,
taken in 1973, shows Buck in nearly
the same get-up, right down to the
argyle socks and knickers!

C(Qt Vou 'Top'


Keeping the paint shop neat




hate pouring paint out of a gallon can, much less
the quarts and pints. The typical scenario is this: the
paint streams down the sides of the can onto the
table, fills up the "gully" around the lip sealing edge,
and eventually hardens, making it difficult to ever re­
seal the can as tightly as it was when it was new.
Without a good seal, you can't keep the product fresh.
What a mess! Secondly, you can barely hit the mark in
the center of your paint cup when pouring your spray
brew. Who needs this distraction when you are focused
on doing a neat, orange-peel-free paint job on your
winged Piper? The cure? Metal can screw tops.
Gather up all the empty rectangular gallon cans used
by auto body shops in your area for the use of their
screw tops. These tops are soldered in place and can be
removed with a small micro-torch. See the photos. It
doesn't take a lot of heat to un-solder these tops from
the cans. Big Warning: Make sure the scrap cans are
free of flammable vapors before you detach the tops
with the torch. There are no awards or medals to out­
standing members with the most pieces of shrapnel
imbedded in their bodies while heeding the call of
restoration duties.
The tools to accomplish affixing the screw tops are
minimal. Hole-cutting tools, such as knockout punches,
sheet metal nibblers, and either an awl or a small pair of
tin snips will suffice. The photos tell more of the story. A
good source for hole-cutting tools is Avery Tools in Ft.
Worth, Texas (800/652-8379). For soldering, you can't
beat a micro-torch for that concentrated, small flame
that doesn't overheat the round top, screw joint. An ex­
cellent type torch is manufactured by Blazer Products,
P.O. Box 41, New York, NY 10021. (Home Depot or
Lowe's may sell these type torches.)
The results of this modification to the paint lids are
a no-drip, clean, controlled pour into a paint mixing
cup and a positive seal for future paint storage/usage.
Also, the lids are reusable, so you can transfer them to
other same-size paint cans. The only disadvantage of
the screw caps on paint lids comes to light during stor­
age-the cans can't be stacked on top of one another.
By preparing paint cans with the soldered screw caps
in place, you can alleviate a lot of accidental paint
spills and mess when attempting to paint an aircraft.
Happy topping, painting, and pouring!




IS-Brookfield, WI-VA A Ch.
11 18th Annual Vintage Aircraft

The following list ofcoming events is fur­
nished to our readers as a matter of
information only and does not constitute ap­
proval, sponsorship, involvement, control or
direction of any event (fly-in, seminars, fly
market, etc.) listed. Please send the informa­
tion to EAA, Att: Vintage Airplane, P.O. Box
3086, Oshkosh, W I 54903-3086. Informa­
tion should be received four months prior to
the event date.
AUGUST 9-11-Alliance, OH-Ohio
Aeronca Aviators Fly-In and Breakfast.
Alliance-Barber Airport (201). Info: 216­
932-3475 or [email protected] or
AUGUST IO-Toughkenamon, PA-EAA
Ch. 240, 28th Annual Fly-In/Drive-In
Pancake Breakfast. 8:00 a.m. New Garden
Airport (N57). Young Eagles' Rally.
Admission free . Info: 215-761-3191
AUGUST ll-Aubum, IN-Hoosier
Warbird Fly-In/Drive-In and Airplane
Auction. Dekalb County Airport.
Pancake/Sausage Breakfast. Info: 574­
457-5924 or [email protected]
AUGUST I7-Cooperstown, NY-(K23)
Old Airplane Fly-In & Breakfast
Sponsored by EAA Ch. 1070. 7:30
a.m.-Noon, rain or shine. Adults $4.00,
Children under 12 $3.50. Pilots of
1962 or older aircraft eat free! Info:
607 -54 7-2526
AUGUST I7-Spear{ish, SD-EAA Ch.
806 19th Annual Fly-In, Black Hills
Airport/Clyde Ice Field. Unicorn
122.80. Aircraft judging & displays.
Camping under the wing for early
birds who fly in on Friday. Sat.
Breakfast served by Civil Air Patrol.
FAA seminar. SO Aviation Hall of
Fame Induction Ceremonies 7:30 pm
Sat. Info: 605-642-0277 or
[email protected]

Display and Ice Cream Social. Capitol
Airport. Noon-5 p.m. Includes Midwest
Antique Airplane Club's monthly fly­
in. Control-line & radio controlled
models on display. Info: 262-781-8132
or 414-962-2428
AUGUST 23-2S-Mattoon, JL-6th
Annual MTO Luscombe Fly-In.
Luscombe judging & awards, forums &
banquet. $50 cash to Luscombe that flies
farthest to attend. Info: 217-234-8720,
jerry [email protected] or 217-253-3934
AUGUST 23-2 S-Sussex, NJ -Sussex
Airshow. Top performers. All types of
aircraft on display. Info 973-875-7337
AUGUST 24-Janesville-Beloit, WI-EAA
Ch. 60 Fly-In Pig Roast. Beloit Airport
(44C). 11 a.m.-2 p.m. Info: 608-365­
1925 or
AUGUST 24-Crested Butte, CO-Ch. 881
CB Falcons Fly-In. Mountain flying
seminars, FAA Wings program, Young
Eagles flights. Crested Butte Avion
Airport (3V6) (OC02), Elev. 8980 ft.
MSL. Info: 800-663-5374 or
[email protected]
AUGUST 3I-Marion, IN-(MZZ) 12th
Annual Fly-In Cruise-In, at the Marion
Municipal Airport, 7-1 p.m. All you
can eat Pancake Breakfast. All types of
airplanes and vintage automobiles.
AUGUST 3I-Zanesville, OH-EAA Ch.
425 Fly-In/Orive-In Breakfast. Riverside
Airport. 8 a.m.-2 p.m. Breakfast all day,
lunch items 11 a.m.-2 p.m. Fly Market.
Info: 740-454-0003.
SEPTEMBER 6 -7-Fresno, CA-EAA Ch.
376 18th Annual End 0' Summer Fly­
In. Sierra Sky Park (Q60). Camping or
hotels. Fri. arrival & registration 4-6:00
p.m.; dinner 6-7:30 p.m. ($6). Sat. pan­
cake breakfast 7-9:00 a.m. ($5); regis­
tration deadline for aircraft judging 10
a.m.; tri tip lunch Noon-1:30 p.m.
($6); awards 2:30 p.m. Info: 559-435­
6349 or 559-439-5371 or wesand­
[email protected]
SEPTEMBER 7-Cadil/ac, MI-EAA Ch.
678 Fly-In/Drive-In Breakfast. Wexford
County Airport. 7:30-11 a.m. Info:

31905 West 175, Gardner, KS (K-34)
913 -856 -7851;

SEPTEMBER S-Mt. Morris, lL-Ogle
County Pilots Assn. & EAA Ch. 682
Fly-In Breakfast at Ogle County
Airport (CSS)(Barnette Field). 7-12
noon. Info: 815-732-7268.
Annual Western Region Invitational.
Co-sponsored by Rolls-Royce North
America, NASM, Nat'l Aviation Hall of
Fame and Reno Air Racing Assn. No
more than SO aircraft are selected for
each Invitational. For details on eligi­
bility and judging criteria, entry
application, etc. contact Ann, 703­
SEPTEMBER I3-IS-Watertown, WI­
2002 Midwest Stinson Reunion.
(RYV). Info: 630-904-6964
Ch. 478 Fly-In, Open House, Young
Eagles Rally, and Pancake Breakfast.
Captain Walter Francis Duke Regional
Airport (2W6) . Info: 301-866-9502
SEPTEMBER I4-Palmyra, W I-(88C)
Fly-In Lunch, noon-2 p.m. Info: 630­
Andover-Aeroflex Airport (12N). EAA
Vintage Chapter 7 annual Old
Fashioned Fly-In. 10 AM-4 PM, (rain
date Sunday, Sept. 15). Antique, clas­
sic and contemporary aircraft. Food,
prizes, Pilots' Choice and People's
Choice Awards. Everyone is welcome
so fly-in, drive-in or walk-in for a fun
or Bill Moore, [email protected], 908­
236-6619 or Lou Okrent, LOAF­
[email protected], 973-548-3067
Ch. 7 Annual Old-Fashioned Fly-In at
Andover-Aeroflex Airport (l2N) . 10
am-4 pm. Hosting a full range of
antique, classic, and contemporary
aircraft. Food, prizes, Pilots' Choice &

September 6-8, Yuba County
Airport (MRV)

419-447-1773 (telefax)
September 6-8, Marion, OH

September 7-8, Dinwiddie County Airport


September 13-15,
Toughkenamon, PA

September 27-28, Abilene, TX

Pilot supplies- Tr~ining Aids-Aircr~ft P~rts-Avi~tion fun Stuff

Locilted in the "~eilrt of Americil" for filst niltionwide delivery

Avcom Mcfilrlilne AVilition Products Corrosion X-ReJex CompilQ



October 4-6, Evergreen, AL

October 10-13, Phoenix, AZ

Peoples· Choice Awa rds. Fly-in, drive­
in, or walk-in for a fun day. (Rain
date Sunday, 9/15.) Info: 908-236­
SEPTEMBER 14-15-Rock Falls, IL­
North Central EAA "Old Fashioned"
Fly-In at the Whiteside County
Airport (SQI). Best Country Pancake
Breakfast 9/15. Forums, workshops,
fly-market, camping, air rally, awards,
food & exh ibitors. Info: 630-543-6743
SEPTEMBER 14-15-Bayport, New
York-Antique Airp lane Club of
Greater New York Fly-In. Brookhaven
Airport. Static display of vintage &
homebuilt aircraft. Awards in various
categories. Info: 631-589-0374
SEPTEMBER 20-21-Bartlesville, OK­
46th Annual Tulsa Regional Fly-In.
Frank Phillips Field. Type club
forums, static displays, exhibits.
Admission by dona ti on. Info: Charlie
Harris 918-622-8400
SEPTEMBER 20-21-Grantville, NC­
EAA Ch . 1176 Aerofest 2002, Smith
Airpark (2SNC) Old-fashioned grass
field fly-in and pig pickin'. Vintage,
sport, ultralights. Camping and music
Fri. & Sat. Info: 336-879-2830.
SEPTEMBER 22-Hinckley, IL-Ch. 241
Fall Fly-In Breakfast. (OC2) On the
grass. 7 a.m.-Noon. Info: 847-888­
SEPTEMBER 28-Millington, TN­
(NQA) 6th Annua l Memphis Plane
Pull. Benefits the children of the
Special Kids and Families, Inc. chari­
ty. Teams pull a Boeing 727 in vari­
ous categories of competition. Also,
EAA Midsouth Reg'l Fly-In and Young
Eagles event. Info: [email protected] .net or
[email protected]
SEPTEMBER 28-Hanover, IN-(641)
Wood, Fabric, & Tailwheels Fly- In .
Lee Bottom Flying Field. Cajun Avgas
(IS Bean Chili). Beautifu l scenery,
great people, old planes. Info: 812­
866-3211 or WWl¥
SEPTEMBER 28-29-Alliance, OH­
American Military History Event.
Barber Airport (20 1). Info : 330-823­
1168, www.{[email protected]
OCTOBER 5-8-Wallseol1, OH-Ch. 149
Annual Mini Chile Fly-In . Fulton
County Airport (USE). In fo: 419-636­
OCTOBER 12-Toughkenamol1, PA­
EAA Chapter 240, 28th Annual Fly­
In/Drive- In Pancake Breakfast. 8:00
a.m. at New Garden Airport (NS7).
Young Eagles' Ra ll y. Admission free.
Info: 215-761-3191
OCTOBER 12-Ridgeway, VA-EAA Ch.
970 Old-Fashion Grass Field Fly-In
and Pig-Picking. Pace Field (VA02).
Info: 276-956-2159.
OCTOBER 16-20- Tul/ahoma, TN­
Beech Party 2002, A Homecoming.
Staggerwing!Twin Beech 18/Beech
Owners/Enthusiasts. In fo: 931-455­
OCTOBER 19-5eguin, TX-(OTX6)
Annual Fly-In at Elm Creek. Info:
830-303-6577 or
VESta [email protected] or

Workshop Schedule
August 9-11. 2002 Griffin. GA

Sept 27-29. 2002 Corona, CA


August 16-18, 2002 Griffin, GA

Oct. 18-20, 2002

August 17-18, 2002 Arlington, WA

Sept 14-15, 2002

Sept 20-22, 2002
Griffin. GA

Sept 20-22, 2002

Oct 19-20, 2002

Corona, CA

Boston, MA

Nov 2-3, 2002

Denver, CO

Oshkosh, WI


Minneapolis, MN

Nov 8-10, 2002

Griffin, GA

Nov 9-10, 2002

Griffin. GA

Visit for a complete listing of workshops.




[email protected]



Armando Salles. . . . . . . . . . . .
. .... Sao Sebastiao, SP, Brazil
Dr. W. B. Carpenter
.. Calgary, AB, Canada
Tony Barrett
...... Fraserville, ON, Canada
Jeffrey W.W. Crawford .. . . . . . . . . . . . . . . . . . . . . . . . Burlington, ON, Canada
Stuart Hesse. . . . . . . . . . . . .
. . . . . . . .. . . ... . . ... Georgetown, ON, Canada
Elvey Rock. . . . . . . . . .
. ... Monkton, ON, Canada
Daniel Weinberger.
. . . . . . . . . . . .... .. Santiago, Chile
Satoshi Sone.
. ............ Kanagawa-Prefecture, Japan
Ray L. Struik
......... . ........ Arnhem, Netherlands
H. W. Visagie
... Northern Cape, Republic of South Africa
Curt Bogle.
. .. Dayeville, AL
Robert Holycross.
. ................... Livi n gston, AL
Dane S. Knight. . . . . . . . . • . . . . . . . . . . . . . . . . . . . . .
. . Russellville, AR
Harvey Belliveau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. ..... Gilbert, AZ
William Jensen.
. ... Prescott Valley, AZ
Larry Ryerson
....... Mesa, AZ
Christopher W. Whitby.
. .......... . ............ Prescott, AZ
Gregory P. Anderson . . . . . . . . . . . . .
. ..... Folsom, CA
James S. Carson. . . . . . . . . . . . .
. .... Nevada City, CA
Robert C. Cole
. Sacramento, CA
Lawrence Blake Hannigan. . . . . . . . . . . . . . • . . . . • .
. . Los Gatos, CA
Charles M. Hardison. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. ... Madera, CA
Ron D. Headlee . . . . . . . . . . . .
. .. . . . . .. . ..... Moreno Valley, CA
Roger Hewett
.. Le n more, CA
Charles Jones.
. . Ferndale, CA
Norman E. Jukes.
. Burlingame, CA
L. Dean Miller.
. ...... San Jose, CA
Brent Mone . .
. . Santa Rosa, CA
George Phoenix. . .
. .. Torrance, CA
Jay Ritter. . . . . . . . . . . . . . . . .
....•.... .
. ..... . Clovis, CA
Kennon S. Shea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. Quincy, CA

HQward Hughes' Spruce C()()M!

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



Really easy to use
40 years of success
New step-by-step video



The best manual around
Nationwide EAA workshops
Toll-free technical support

e-mail: [email protected]

FAX: 909 -68 4 -0 5 18



Air c raft Coatings

Sanetaka Yokoyama . .
. ... Los Gatos, CA
Troy G. Zachary, Jr.. . . .
. .. Rohnert Park, CA
Eric Hayes . .
. ... . Ft. Collins, CO
Preston B. Kavanagh. . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. ... Avon, CT
Mark Scott. . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . .. ... Bethany, CT
. . West Redding, CT
Henry J. Wimbrow.
Gregory H. Bange. . . . . . . . . .
. . . . . Newa rk, DE
John MacKay.
. .. . Maitland, FL
Paul Okean
....... Palm Beach, FL
Eugene E. Rogers.
. ........ Tampa, FL
Patricio Seidel . . .
... .. .•...... ...
. ... Key Biscayne, FL
Soren A. Campbell
.. .•...••...
. . Cataula, GA
John C. Talley.
. .. .. .. . . . . . . . .. . • . .. .• . ..• . . . . ..... Townsend, GA
R. Douglass Williams. . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . .
. Mo reland, GA
Keith Mason.
...... .......... .•....... .•..
. . Wheatland, lA
Robert G. Troxel.
. . . .. . . . . . . ....... Parma, ID
William A. Borgstrom . .
. .. Chicago, lL
Kenneth Ciolino.
. .. .. Lockport, IL
Robert E. Coon. . . . . . . . . . . .
. . Warrenville, IL
Robert Newhouse.
. .. Rockfo rd, IL
. ..... Burnham, IL
Ryder G. Olsen. .
Terry Wilke . .
. .. . . . . . . . .... .. . . .. ... . .. ..... Round Lake Beach, IL
Nancy Gingher .
. ..... . .. . . . • . ....... Colu mbia City, IN
George A. Lohmeie r . .
. ....... Indianapolis, IN
Joe K. Richwine.
. .. Marion, IN
Arthur Studenrot h
......... Hobart, IN
Todd Thomassen. . .
. . . . . . . . . .. . .. Bloomington, IN
Jeff Mankin. .
. .. .. . . Mission, KS
J. Anthony Stephen.
. ... Baton Rouge, LA
Noel Tadin
. . Sidell, LA
Vance Gilbert. . . . . . . . . • . . . . . . . . . . . . . . .
. . Arlington, MA
Michael Purcell.
. . .. • .. . .. ... . . . .... . . ... . .. . . . • ... ..... Florence, MA
John Schutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . Brimfield , MA
Kenneth Tootell
.. .. .. ... .... ...•....
. Brewster, MA
Thomas W. Cameron .... . ... • .
. . Lennon, MI
...... Gladstone, MI
Bernard Coleman
Gary D. Mountain
. . South St Paul, MN
. . Bloomington, MN
Ronald Schroeder. . . . . . . . • .
Kathie Ernst. . .
. . St Louis, MO
Stephens W. Horton.
. .... St Peters, MO
. .. . •.. . .. . . . • . .. .. . . . •.. .. . . . . . . ..... Gautier, MS
Morrie L. Eakin.
John Carroll . . . .
. . . . . • . . . • . . . . • . . . • . . . . • . . . ... Auburn, NH
Colbeth Kil lip.
. .......... Ossipee, NH
Mike Forney. . . .
. .. Lambertville, NJ
David S. Halliday.
. .... Point Pleasant Beach, NJ
Richard L. Surgent
... Wa ll, NJ
Hans Vandermeer. . . . . . . . • . .
. . Ridgewood, NJ
Bruce Weber . .
. .... Bloomsbury, NJ
Allen J. Pomianek
..... New Yo rk, NY
Paul R. Scheerer
. ... . .. . . • . . . . . .. . • ... .... . . . . .... East Hampton, NY
Jon David Brausch ...... . . . • ... .. . . . • .. .. . .. .• ... . ....... Avon Lake, OH
. . .. . . . . . . . . ••. . •. . . . . . . . •. . . .
. ..... Cortl and, OH
Donald E. Gray.
. . . . . . •. . . .
. . . .. Westlake, OH
Stanley Lindholm.
David J. Raney. . .
. ...... West Chester, OH
Vicki Rulli . .
. ... Columbus, OH
. .. Canfield, OH
Larry Lee Smith. .
Robert VanBalen ... • . . ..•. . . .. .. . • . . . . . .. . •... .•... . .... Somerset, OH
John M. Nielsen
...... Skiatook, OK
Richard Ray. .
..... .. .•.
. ... Portland, OR
Frank L. Sneed. .
. .. Beaverton, OR
Joseph G. Watson
. .......... Eugene, OR
William C. Fortmiller. . . . . . . • . . . . . . . . • . . . .
. North Hampton, PA
Michael Mosenson . . . . . . . • . . . . . . . . • . . . . . . . . • . . . . • . . . .
. .. . Malvern, PA
Fred M. Serfass
. . . . . . . . . . . .. Douglassville, PA
Donald L. Stouch .
. ...... Emmaus, PA
Moises Ortiz.
.•. .... ... ...
. . San Juan, PR
Monty Jones.
. . .. Beaufort, SC
W. E. Rhi nehart. . . .
. .... . ... Irma, SC
Cynthia S. Grant. ... . ..• . . . . . . .. • . .. .. .. . • . ...•.. . • ... ...... Austin, TX
Todd E. Heffley
. . .. .. . . . • . .. .. . ... .. ...... Rhome, TX
C. Keith Newman. .
. Houston, TX
Michael J. Schaetter. . . . .
. . . . . . . . . . . . . . . . . . . Comfort, TX
Scott Wa lchshauser
. Lewisville, TX
Owen Eugene Yarb rough. .
. .... Euless, TX
Wi ll iam J. Fitzgerald.
. .•.. . . . . ..• . . . . . .. .•....• . ........ Vinton, VA
Shirley Chevalier
.•........ ...... ... .
. Colchester, VT
Dennis Alwine
..... C hewelah, WA
Lt. Col. Kent D. Fister. . . . . • .
. . Puyallup, WA
Lawrence E. Handberg . .
. .. .. . Linwood, WA
George P. Kirkish . .
. ... . .. .. ....... ... Vashon, WA
Larry Sittauer .
. .. . .. . . .. ..... . • .. . . .... .. ....... Snohomish, WA
John James Jepson .....• .... • . . . . .. . . • . .. . . . . . • . . . . . .. ..... Fredon ia WI
. ... Wa upaca, WI
Rona ld Unertl.
Adrian S. Wolverton . . .
. .... Jackson, WY


THE AIRPLANE 1920-1940

David Ostrowski, Editor

Leonard E. Opdycke, Editor


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

a tax-exempt service organization founded in 1961, devoted to:
• Those Magnificent Flying Machines of 1900-1919, and 1920-1940
• Their enthusiasts, including: Builders, Historians, Modellers, Restorers,
Museums and Collectors

W.W.1 AERO (1900-1919), and SKYWAYS (1920-1940):
our two Journals, which contain:
• information on current projects
• news of museums and air shows
• technical drawings. data
• news of current publications
of all kinds
• information on paint and color
• aeroplanes, engines. parts for sale

scale modelling material
historical research
workshop notes
PLUS: your wants and
• PLUS: more ...

Send a sample copy at $4 :
Enroll me as a new member for:

Contribution (one year) each Journal:
$30 (minimum) $40 $50 $100
($35 (minimum) overseas, Canada;
$30 additional for air mail
After I Sept 02: $35 ($40 elsewhere)
• from a 30-year collection . copies
of original drawings and manuals
for aircraft and engines 1900-1940
(57-page catalog $12)

Fly high with a

quality Classic interior

is "Practicing
a Tradition"

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

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

259 Lower Morrisville Rd .• Dept. VA
Fallsington. PA 19054 (215) 295-4115
Fax: 800/394-1247

We provide the following services:
~ Restorations

Paint and Fabric
~ Metalforming
~ Fabrication
~ Custom Building
Award Winning Restorations

Mike Williams

3811 River Road, Columbus IN 47203

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

e-mail : [email protected]

Visit the Website:


Aircraft Exhaust Systems



Jmnping Branch, WV 25969
30 different engines for fitting

'"The use of Dauon or similar modern materials as asubstitute for conan is a
dead giveaWlly 10 Ihe knowing eye. They simply do nallook righl on vinloge
airerah,' Iram Robert Mikesh, lormer <uralor ollhe Nolional Air and Spoce
Museum, in his book Restoring Museum AircraN.



Antiques, Warbirds, General Aviation
304-466-1724 Fax 304-466-0802

'Originol Nieuport 28 reslored by Vintage Avionon Services"









A timeless
investment that
even Wall Street
should envy.
Award Winning Vintage Interiors
Paul Workman


Parr Airport (421)

Zanesville, Ohio 43701


1928 Travel Air 2000
OX5 powered, 40 hrs since
restoration, very nice flyer.
Make offer to 913-963-7951 or
www.geocities.coml ox5trave/air

Write an article for



We're always looking for technical
articles and photos of your latest
restoration . We can 't offer you money,
but we can make you a hero among fel­
low Vintage Aircraft enthusiasts!


Send your submissions to:
Vintage Ai rp lane
P.O. Box 3086
Oshkosh , WI 54904

e a: [email protected]
For pointers on fonnat and content feel free
to call 920·4264825



sell or trade?
Classified Word Ads: SS.SO 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). VAA 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 ([email protected])
using credit card payment (all cards accepted). Include
name on card, complete address, type of card, card num­
ber, and expiration date. Make checks payable to EAA.
Address advertising correspondence to EAA 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
[email protected] Web site
ST., SPOKANE, WA 99202.



Something to buy,

500 cards for $75. 00
• Full-color phot o of your aircraft on front
• Bl ack & white information on back
• Standard trading card size of 31f2" x 2'/2 "
by Scrturn Graphics

(337) 236-9198
P.O. Box 51864

Lafayette, LA 70505

Airplane T-Shirts

150 Different Airplanes Available

A Web Site With The Pilot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 engines. 1 each,
new OH and low time. No tire kickers, please. Two
Curtiss Reed props to go with above engines. 1966
Helton Lark 95, Serial #8. Very rare, PQ-8 certified
Target Drone derivative. Tri-gear Culver Cadet. See
Juptner's Vol. 8-170. Total time ME 845 hrs. I just have
too many toys and I'm not getting any younger. Find my
name in the Officers & Directors listing of Vintage and
e-mail or call evenings. E. E. "Buck" Hilbert
For Sale: 1914 Benz 6-cytinder cutaway engine,
restored, with its original propeller and Salmson 9­
cylinder radial engine, complete with mags, carb
and prop. Wanted: Antique airplane engines, even
in very bad condition, rotary, if possible. Phone:
01141 -793346789
Flying wires avaitable. 1994 pricing. Visit
f/yingwires_com or call 800-517-9278.
Custom Aircraft Restoration and Construction­
Tube and Fabric, Wood, Aluminum. Customair, 202
Aviation Blvd., Cleveland, GA 30528, 706-348­
7514 , [email protected]
1938 Focke Wulf Stieglitz. Very rare, very beautiful. Museum
quality restoration, Swedish military markings. Has won
trophies at Oshkosh and numerous other places. A reli­
able low maintenance airplane with excellent flying
qualities. Engine 65 STOH. $90,000 530-642-1970 or
[email protected]

46 TAYLORCRAFT BC12-01 PROJECT - Disassembled
for recover, 2200 TT, metal has been soda blasted
and primed, A-65-8 wood prop, Federal 1500 skis,
wheel pants, new tires, new glass, autogas STC, all
log books, $10,000. 715-426-9576, FAX 715-426­
9612, [email protected]
TRAVEL AtR - I am a stroke victim selling my Travel Air
2000/4000 "Elephant Ear" biplane, NI848, N S No.
241 , made in 1927 (dismantled and minus fabric).
New Macwhyte flying wires. Not a duster. Navy
(Wright Whirlwind J-6 rotary) engine, like new, on a
pallet, ready to go. Telephone Mr. Perry Moon at
757-235-3349 or Ms. Pamela Credle, 757-671­
8733 or e-mail [email protected]

Membership Services



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

Espie 'Butch' joyce
P.O. Box 35584
Greensboro, NC 27425

[email protected]
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007

George Daubner
2448 Lough Lane
Hartford, WI 53027
[email protected]

Charles W. Harris
7Z 15 East 46th St.
Tulsa, OK 74147

[email protected]

David Bennett
P.O. Box 1188
Roseville, CA 95678
[email protected];

Jeannie Hill
P.O. Box 328
Harvard, IL 60033

john Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009


fi;i'[email protected]

Steve Krog

1002 Heather Ln.

Hartford, WI 53027


[email protected]

Robert C. "Bob" Brauer

Robert D. "Bob" Lumley
1265 South 124th St.
Brookfield, WI 53005
[email protected]

c~lc!~;: 1~°lo~20
[email protected]

j ohn S. Copeland
lA Deacon Street

[email protected]"et

[email protected]

Gene Morris
5936 Steve Court
Roanoke, TX 76262
[email protected]

Phil Coulson

Dean Richardson

North'fo8~3~~:4~t5 01532

reoll/sonS [email protected]

ROfer Gomoll

[email protected]"com

Dale A. Gustafson
7724 Shady Hills Dr.

[email protected],com

1429 Kings~n Rd

[email protected]

Geoff RobIson

1521 E. MacGregor Dr.

New Haven, IN 46774


chie/[email protected]

S.H. "Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
[email protected]



Gene Chase

E.E. "Buck" Hilbert

2159 Carlton Rd.
Oshkosh, WI 54904

P.O. Box 424
Union, IL 60180

[email protected]

Alan Shackleton
P.O. Box 656

Sugar Grove, IL 6OS54-0656

630/466-4 193

[email protected]:ompuserve.rom

Steve Bender
815 Airport Road
Roanoke, TX 76262
[email protected]

Dave Clark
635 Vestal Lan.
Plainfield, IN 46168

[email protected]

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

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Membership in the Experimental Aircraft Associ­
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SPORT AVIATION. Family membership is available
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All major credit cards accepted for membership.
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AVIATION magaZine not included). (Add $15
for Foreign Postage.)


Current EAA members may join the EAA War­
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EAA Membership, WARBIRDS magazine
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SPORT AEROBATICS magazin e for an addi·
tional $45 per year.
Please submit your remittance with a check or
draft drawn on a United States bank payable in
magazine and one year membership in the lAC
United States d.ollars. Add required Fo reign
Division is available for $55 per year (SPORT
Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright ©2002 by the EM Vintage Aircraft Association
All rights reserved.
VINTAGE AIRPLANE (ISSN 0091·6943) IPM 1482602 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., P.O. Box 3086. Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircraft Association. P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur·
face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertiSing. We invite constructive criticism and welcome any report of inferior merchandise
obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged 10 submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor. VINTAGE AIRPLANE. P.O. Box 3086, Oshkosh. WI 54903·3086. Phone 920/426·4800.
EM'" and SPORT AVlAnON"', the EM Logo'" and Aeronautica N are registered trademar1<s, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademar1<s and service
marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
The EM AVlAnON FOUNDATION Logo is a trademark of the EM Aviation Foundation. Inc. The use of this trademark without the pennission of the EM Avialion Foundalion, Inc. is strictly prohibited.



a. Golf Shirts...•.•.•.••.. $31.95
The Vintage golf shirt is your versatile,
comfortable, 100% combed cotton
sport shirt for almost every activity.

mel VOO539
Ig VOO540
2x VOO542

Ocean Blue
sm VOO549

2x VOO547



Maize Yellow
mel VOO556
xl VOO558
2x VOO559

mCI VOO550
Ig VOO552
xl VOO553
2x VOO554



b. Select Bound Vintage Volumes
Limited quantities of Vintage bound
volumes are available.

1990 and before ••••••••••• $25.00
After 1990 ••••••••••••••• $30.00

c. Travel Mug ..... VOO342


Classic stainless steel mug with plastic
handle and cap. Standard base fits
most car cup holders.

d. Coffee Mug ..... V00234


Enjoy your morning coffee with this blue
trimmed Vintage logo mug_



e. Vintage Caps......•...... $12.95


Choose a color and style to fit your
personal taste.

Royal Blue ••••••••••••••• V00355
Khaki ••••••••••••••••••• V00356
Olive (not shown) • • • • • • • • • • • • • V00357
Maroon ••••••••••••••••• V00438
Red w/navy (not shown) • • • • • • • V00361
Khakiw/navy ••••••••••••• V00439
Yellow w/navy •••••••••••• V00435
Natural wired (not shown) • • • • • • V00436
Red w/black ••••••••••••• V00437

P.O . Box 3086
WI 54903-3086





Leather Bags from

Vintage Aircraft

An embossed logo graces each of these
finely crafted. genuine leather bags,
which come in either tan or black.

f. Leather Briefcase •••••••••• $79.95
tan V00497
black VOO510
Crafted with a rich design. this case has
several interior pockets and goes from
home to the boardroom in style. Approxi­
mately 12"h x 16"w x 4.5"d

g. Leather Pouch •••••••••••• $21..95
tan VOO584
black VOO513
Flapped. soft leather bag has shoulder
strap. Approximate size: 7.5"h x 5"w x

h. Leather Backpack •••••••••$49.95
tan V00498
black VOO51.1
Perfectly sized with convenient zippered
pockets on the inside and outside. Ap­
proximately: U "h x g"w x 4.5"d

I. Leather Pocket Bag
(black only) ••• • ••• • ••• VOO512 $46.95
Convenient phone/sunglass pocket
make this bag a definite accessory.
Approximate size: 9 "h x 6 "w x 3"d

j. Embossed Denim Jacket ••••• $85.99

Cotton denim jacket with Vintage patch

on the front and embossed planes and

logo on the back.
xl VOO243

md VOO241
Ig VOO242

2x VOO244








P.O. BOX 3086



Paul Gould
Sardinia, OH

• Started flying in 1956;
purchased a 1-5 Piper Cub
in 1957
• Grand Champion Classic
for 2002, Sun N' Fun
• Reserve Grand Champion
for Classic Aircraft, Air
Venture 2001-0sh Kosh
Paul Gould and his son, David,
pause for a photo in front of Paul's
1946 Aeronca Chief N9526E.

"I started flying in 1956 and flew solo in a J-3 Piper Cub. Thirty­
eight years later, after retirement, I commenced flying again and
it's been a very busy aviation revitalization program ever since.
As for AUA insurance, I found AUA was the choice of other
vintage aircraft owners. Naturally, I chose AUA."

- Paul Gould



As a partner with Ford Motor Company, EAA is proud to
offer EAA Members the opportunity to save on the purchase or
lease of Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover,
Jaguar and TH!NK vehicles. You can save hundreds--even
thousands-of dollars.
And it's easy to participate in the Ford Partner Recognition
Program-but only if you're an EAA member*.
Get your personal identification number (PIN) from the EAA
web site ( by clicking on the EAAlFord Program
logo. Then , just take your PIN and your EAA number to your
local dealership, select an eligible vehicle, and receive your
special EAA Member pricing .
For more information and additional details, call EAA
Membership Services at 800-JOIN-EAA.




The Leader In Recreational Aviation



Must be an EAA Member for at least 1 yea r to be
eligible. Only available to res idents of the U.S. and
Ca nada. Introductory, Student, Complimentary,
Library, School, and Corporate Memberships are





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