Vintage Airplane - Jul 2000

STRAIGHT AND LEVEL
2 VAA NEWS
4 AEROMAIL
5 THIRTY FIVE YEARS AT THE OUTER
MARKER! Dutch Redfield
9 MYSTERY PLANE/H.G. Frautschy
11 JAEGER WACO YOC/ Budd Davisson
16 STILL EARNING ITS KEEP/Bill and
Barbara deCreeft
18 SUN 'N FUN SPLASH-IN/H. G. Frautschy
20 THE DAWN PATROL RENDEZVOUS/Nick Hurm
24 WHAT OUR MEMBERS ARE
RESTORING/Norm Petersen &H.G. Frautschy
24 PASS IT TO BUCKlE.E. "Buck" Hilbert
27 CALENDAR
28 CLASSIFIEDS
29 WELCOME NEW MEMBERS
www.vintageaircraft.org
Publisher TOM POBEREZNY
Editor-in-Chie! scon SPANGLER
Executive Director, Editor HENRY G. FRAUTSCHY
Executive Editor MIKE DIFRISCO
Contributing Editor JOHN UNDERWOOD
BUDD DAVISSON
Art Director BETH BLANCK
Photography Staff JIM KOEPN ICK
LEEANN ABRAMS
MARK SCHAIBLE
Advertising/Editorial Assistant ISABELLE WISKE
II
SEE PAGE 32 FOR FURTHER VINTAG E AIRCRAFT ASSOCIATION INFORMAT IC
STRAIGHT
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
The year 2000 edition of EAA AirVenture is just around
the corner! We'll remember this year for many things, in-
cluding the expansion of the Contemporary judging
category. We now will accept those aircraft that were man-
ufactured through December 31, 1965. The Contemporary
Judges look forward to judging these aircraft, and are ex-
cited about seeing some great restorations of airplanes from
this very active era of general aviation. As it was with the
Classic category 30 years ago, it will take a few years for the
aircraft to come up to standards, and for the appropriate
list of awards to be finalized, but we're off to a great start!
Some of the VAA Directors have been joking with me
about the expansion of the Contemporary category, be-
cause my Baron was built in 1964. They figured I couldn't
wait to get the airplane on the flightline! Well, guys, this
year I will be driving a motor coach to Oshkosh, leaving
the Baron at home.
This year at AirVenture 2000 we will again have our fly
out to Shawano, Wisconsin, our VAA picnic and many
other activities during the week, so be sure and check at
the VAA Headquarters (the Red Barn) for the most up-to-
date schedule for our events. While you're visiting take
time to relax during your stop at VAA Headquarters. Say
"Hello!/I to everyone, take a rest on your front porch an
enjoy some fellowship with a wonderful group of avia-
tion people.
This year will be the first year I will not have my good
friend Bob Lickteig helping me as my Vice-Chairman, VAA
Convention Management. As many of you know, Bob
passed away this past year after a fight with cancer.
I will miss his help this year-he made it a lot easier for
me during the week of Convention. Starting this year,
Henry G. Frautschy has been selected as my Vice Chair-
man, Convention Management for the VAA area as part of
his new role as VAA Executive Director. We're both look-
ing forward to a great Convention!
All of the other Chairman roles are being once again
chaired by the same hard-working people as last year.
There are several people who do quite a bit of work com-
municating with individual members and organizations in
advance of Convention. They are: Roger Gomoll , who
chairs the Type Club HQ; 507/288-2810, rgomoll@hot-
mail.com, Steve Krog, 414/966-7627, [email protected],
Chairman of the returning Past Grand Champions;
George Daubner 414/673-5885, [email protected], Chair-
man of the VAA parking and Flightline co-chair; Geoff
Robinson, 219/493-4724, [email protected], Chairman
of security and Flightline co-chair. You can reach me at
336/393-0344, [email protected] and H.G. Frautschy can
be contacted at EAA Headquarters at 920/ 426-4825 or
[email protected].
I'd like to take a moment and mention Anna Osborne
(and her husband John, who also lends a helping hand).
She serves as our manpower chairman and does a great
deal of work throughout the year recruiting VAA volun-
teers. If you have not had a chance to volunteer, give
yourself a small gift while helping out. It's a great experi-
ence and a good way to get to know some terrific people.
Some of the most lasting friendships have come from indi-
viduals working together as volunteers at Oshkosh.
We understand Oshkosh has been receiving plenty of
rain this year so everything should be very green. When
there's plenty of rain, that means one other thing grows
well in Wisconsin, so pack your "skeeter/l repellant!
Hope to see many of you at Oshkosh this year. Be sure
and say "HL/I
I am writing this Straight & Level while on our only
non-aviation related vacation of the year. Norma and I are
staying on St. George Island, off of the Gulf coast of
Florida. If you love beaches, you should spend some time
on this island. The seafood is very good as well and there's
good fishing. We did go out on a charter boat, but it was
so choppy almost everyone got sick, including me. That
trip was not too fun! Everything else has been great.
I have started punching out the instrument holes in the
new instrument panel I received from Univair for the Lus-
combe. I have all of the instruments on hand as well as
the avionics so we are slowly moving along. My plan is
now to have the panel done and wired outside of the Lus-
combe by winter, then the work on the actual aircraft can
begin. We'll see how it all works out.
If have not gotten your one new member for the Vin-
tage Association this year as of yet you need to get
cracking. Lets all pull in the same direction for the good of
aviation. Remember we are better together. Join us and
have it all! .....
VINTAGE AIRPLANE 1
VAANEWS 
compiled  by  H.G.  Frautschy 
ELECTION  REMINDER 
Don't forget to mail in your ballot
for the election of Officers and Di-
rectors of the EAA Vintage Aircraft
Association. Included in your June
issue, just tear the ballot out, fill in
the appropriate blanks and send it
on its way with a stamp on it. To be
counted, it must be received no later
than July 25, 2000.
WINDOW CARDS 
Over 1,000 showplanes will head
to Oshkosh for EAA AirVenture. If
you're flying one of them and you
plan on bringing your favorite An-
tique, Classic or Contemporary
airplane into Wittman Field, make it
a little easier on the volunteer park-
ing crewmen by using the window
cards included in this month's issue
of Vintage Airplane.
THE COVERS 
FRONT  COVER  . . . Dr. Robert Jaeger and his
daughters, Nancy and Susan have a family
affair going with their 1935 Waco YOC, pow-
ered by aJacobs L4 engine. Recently restored
by Dr. Jaeger and Bill Smela of Allentown,
Pennsylvania, it was picked as the Antique
Contemporary Age trophy winner at this past
spring's Sun 'n Fun EM fly-in. See the story
starting on page 11 for more on the Jaeger
Waco YOC.
BACK  COVER  . . . This serene photograph by
Jim Oltersdorf of Alaska shows one of the old-
est active aircraft in Alaska. Bill and Barbara
DeCreeft of Kachemak Bay Flying Service,
Inc., P.O. Box 1769, Homer, AK 99603, phone
907/235-8924 have owned and flown this
1929 Travel Air 6000 since 1969. Restored in
1987-1990, it still flies backpackers and oth-
ers into the Alaskan bush. Mounted on apair
of Edo 4650 floats, the Travel Air is powered
by aWright R-975. For more information, see
the article starting on page 16.
There's a card for each judging
category, plus one for Showplane
Camping, if you're going to enjoy
the sights, sounds and smells of the
Vintage parking area on a 24 hour a
day basis.
The grass is full and lush, and the
grounds look great. So do the Red
Barn and other buildings used by
VAA volunteers to keep AirVenture
running smoothly, thanks to the ef-
forts of early volunteers who have
been already hard at work getting
the V AA area in shape.
We'll see you in a few weeks!
NEED EAA 
AIRVENTURE  INFO? 
If you're planning to attend EAA
AirVenture by flying in, you'll need
to obtain a copy of the NOTAM is-
sued by the FAA. The easiest way is to
simply download it from the web-it's
at http://www.faa .gov/ oshkosh/
notam.html You can also find a link
to it from EAA's Convention-related
website, www.airventure.org
A condensed version of the VFR
arrival procedure was published in
last month's Sport Aviation, pages
120a and 120b. Please note that
has been a major change regarding
the NORDO procedure, requiring a
phone call to the Oshkosh tower
approximately 30 minutes prior to
your arrival at KOSH. See the NO-
TAM for the full details of the
change.
If accessing the NOTAM via the
web is not an option for you, you
can obtain a printed copy by visiting
the Flight Service stations in Cleve-
land and Dayton, Ohio; Grand
Forks, North Dakota; Green Bay,
Wisconsin; Huron, South Dakota;
Princeton, Minnesota; Kankakee,
Illinois; LanSing, Michigan; Terra
Haute, Indiana; and London, On-
tario, Canada.
You can call 800/564-6322 to
have a copy sent to you, or you can
call EAA's Membership Services at
800/843-3612 to have one sent to
you as well.
We strongly recommend you ob-
tain your copy of the NOTAM as
early as you can and familiarize
yourself with the instructions. There
are changes, so don't become com-
placient and figure, "lts just like last
year!"
It 's not hard to fly in, and many
pilots consider it a lot of fun, but
there are a lot of aircraft inbound to
Oshkosh, and it helps knowing
what you're supposed to be doing
without having to rustle through
the papers in the cockpit trying to
find the NOTAM. Keep your eyes
outside and follow the controller's
directions, and we'll see you at EAA
AirVenture Oshkosh!
FLIGHT PLANNING TO 
AIRVENTURE 
After reviewing your AirVenture
NOTAM, planning your flight is of-
ten next on your agenda. As an EAA
and VAA member, you've got access
to the powerful tools of Flightbrief.
com, which you can access via the
Member's Only section of EAA' s
website, www.eaa.org. Enroute
weather, satiIlite photographs and
composite radar depictions are just a
few of the many options available to
you as you prepare for your flight to
Oshkosh.
AIRPORT DIAGRAMS 
ONLINE 
Editso Software has notified us of
a site they maintain at www.airport-
diagrams.com. If you're flight
planning your trip to Oshkosh, you
may wish to check this site for dia-
grams of your planned fuel stops.
AIRVENTURE 2000 
After you arrive, there's plenty to
do, and plenty to see! The 2000 edi-
tion of EAA AirVenture promises to
be a humdinger, with this year's
theme "Speed" headlining the daily
airshow and presentations at the
Theater in the Woods. Not only that,
but the new Eclipse Aviation Forums
plaza is shaping up to be the best
place imaginable to learn about all
sorts of sport aviation information.
Be sure and pick up your program
when you get to the Convention
2 JULY 2000
site, and take a few moment to read
it - then you won't have to smack
your head with your palm at the end
of the week and say "Nuts, I missed
the !"
Vintage Airplane Association
highlights include:
The V AA Picnic: Check in at the
information booth in the VAA Head-
quarters building for tickets. This is
always a sellout, so be sure and get
your tickets early. The picnic starts at
6 p.m. on Sunday, July 30 at the EAA
Nature Center. A scrumptious buffet-
style chicken and beef dinner will be
served.
VAA Workshops and Forums: In
addition to the regular forums held
in the Forums Plaza, special events
will also take place near the VAA
Headquarters building, located just
east of the Theater in the Woods. Be
sure and visit the Type Club tent,
where you can learn about your fa-
vorite type of airplane. Right next
door is the VAA Workshop tent,
which will be bustin' at the seams
with all sorts of hands-in metal shap-
ing going on.
Also, be sure to take you children
over to EAA KidVenture, located
next to the EAA Leadership Center at
the EAA AirVenture Museum. Model
rocketry, airplane models and all
sorts of other activities will take
place. Get in on the fun!
If you have a question about the
The VAA information booth crew.
VAA area, stop at the information
booth in the Red Barn. Jeannnie Hill,
Sandy Perlman and their fellow vol-
unteers can gUide you to the right
spot on the grounds. Press people are
also encouraged to check in with
Jeannie, since she also wears the hat
of Press Relations Chairman for the
VAA. She can point you towards the
interesting stories on the field.
For more information on VAA
happenings, be sure and stop by the
VAA Headquarters building, and
pick up a copy of the VAA's own
daily newsletter, Aerograms.
FORUMS
Visitors to EAA AirVenture
Oshkosh are now able to create their
own personal schedule from the
more than SOO aviation forums,
workshops and seminars available,
thanks to new technology at
www.airventure.org, the official web
site of the event.
All of the educational sessions at
EAA AirVenture, are be listed on the
web site's "Forums" area. Web site
users will be able to sort the sessions
by date, time, aviation interest or
presenter. In addition, more infor-
mation on individual sessions will be
available, including the presenter's
biography, photo and other forums
and workshops they are presenting
during EAA AirVenture.
When a visitor to web site con-
nects with the Eclipse Aviation
Forums Plaza page, that person can
choose to view the forums sched-
ule in one several options : By
date/time, presenter, interest group
or keyword search. For each forum
listed, there is a link to the forum's
location, presenter information
and related topiCS.
Expanded forum listings will also
be published in the Info Guide,
which is distributed with the official
EAA AirVenture program book on
the grounds.
The on-line forums database is a
joint project of EAA and RR Group of
Brookfield, Wis., a leading national
software solutions provider. ......
VINTAGE AIRPLANE 3
FORD THOUGHTS
Hello Folks:
I was greatly taken by the beauti-
ful photo of the Ford Tri-Motor on
the cover of the April Vintage Air-
plane. My wife was especially
impressed by the nonchalant elbow
sticking out the window as if he was
driving down to McDonalds for a
coke!
And-like any long-time airplane
nut I have a small story to tell about
my one and only confrontation with
one of the birds .. .I have a lot of sto-
ries but the photo awakened this
one.
I was an airport-boy at the Jeffer-
son City, Missouri airport in 1938
and '39. The airport wasn' t much-40
acres, two sod runways, the rest al-
falfa, a hangar and three buildings
left over from the pre '29 boom days.
But, things were perking up.
Robertson Aircraft Corporation (of
Robin fame) had taken over the op-
eration and the lonely Challenger
Commandaire was replaced by a 40
hp T-craft and a Lincoln PTK. (Later
upgraded to a Curtis Fledgling with a
Challenger engine!).
My job was cleaning, fueling and
greasing the assortment. And I mean
greasing. Both the Kinner and the
Fledgling had to have the rocker
arms individually greased by a hand
gun every hour or two. Those who
flew them really looked glamorous-
like the "Hell's Angels" pilots with
grease spattered around the goggles!
Anyway, one day a barnstorming
Trimotor came to town. I believe it
had J-5s on it. After two days of rea-
sonably profitable passenger
hopping they were to leave. Then
their luck ran out. The center engine
starter had burned out and they had
4 JULY 2000
no spare, as usual in barnstorming
circles.
The other two started OK.
A couple of solutions were dis-
cussed ... one being to take off with
two engines and get the other wind-
milling!
Having gotten friendly with the
crew I put in my two-cents worth,
which we adopted.
I found two substantial wooden
crates that I could stand on to reach
the prop. After priming a coupl e of
turns I asked for contact and, grab-
bing the left-hand prop blade I
jumped off the crates! The engine
spit fire and ran like a Bulova!
And I didn't even get a ride in it.
But, I still remember the engine in-
struments on the nacelle struts and
the piece of wood between the con-
trol pedestal and the brake lever that
looked like a stick shift so prevalent
in the day.
James H. Schnell
EAA 2999
Sacramento, CA
P.S. To this day I don' t know if
the piece of wood was a makeshift
parking brake or was a legitimate
part of the airplane kit. I know the
lever braked left when moved left
and right for right brake. Pulling
straight back applied both brakes.
Dear lames,
EAA's Ford Trimotor continues to
give unique flight experiences to old-
timers and young people alike. My very
first ride in any airplane was in Chuck
LeMaster's 5-A T Ford Trimotor N414H
as he was hopping rides at the Dupage
County Airport airshow in luly of 1974.
A hard-earned twenty dollar bill bought
me the right seat of "The Kansas Clip-
per, " where J sat and watched as the
gauges jumped up and down in their
rubber mounts as LeMaster pushed the
throttl es forward and the Ford rolled
down runway 15, lifting into a bumpy
summer sky fi lled with soft cumulus
clouds. Years later, I've been privileged
to fl y as co-pilot EAA 's Ford a number
of times, and the thrill is never gone.
That first flight was like one shared by
countless folks over the past 70 years, as
Fords have been flying passengers con-
tinuously ever since they first rolled out
of the Ford plant in 1928. Thanks for
sharing your experience! -HGF ....
•
I
-
ears
att
Outer Marker
Growing w ith  the Airline 
Pan Am, who had done much in
the way of providing technical assis-
tance to budding, as well as
established airlines of foreign coun-
tries, had more than a casual interest
in Aeronaves de Mexico, a Mexican
airline.
In 1958 this carrier was in the
process of establishing a route be-
tween New York and Mexico City,
utili zing newl y-obtained British-
built airliners equipped with
British-built turbo-prop engines.
Along with instructors from Pan
American's Miami base, Jack Ryan
and I were sent to Mexico to assist in
the crew training and implementa-
tion of this new airplane. At the
same time it was intended that we
gain familiarity with the new tur-
bine engines and their operation,
inasmuch as Pan American had very
recently placed an order for the first
707s in the airline industry and
there were only a few on the airline,
and no one in pilot training, with
any turbine engine experience. I am
sure you remember Jack from my
early Syracuse days. He had joined
Pan American as an instructor dur-
ing the Africa-Orient DC-3 program
at Miami.
Prior to the beginning of our
flight training, Jack and I were given,
in ten days, the same preparatory
ground schooling on this new air-
plane, its systems and its engines,
that others previously sent to Eng-
land had been scheduled for a
programmed 30 days to complete.
Our subsequent flight training re-
quired many weeks before
completion, with many interrup-
tions because the airplane simply
could not survive much more than
by Holland "Dutch" Redfield
VINTAGE AIRPLANE 5
an hour's flying, nor
If we were fortunate enough to
reversed and the air-
more than three or four plane backed up, often
landings in a row with-
leave Mexico City with all
cutting the other way
out having to be
before making another
returned to the hangar try.
components operating, we would
for another week or ten To compound the air-
days of repair, or design plane's taxiing problems,
modification.
seldom arrive in New York with
with the propellers in
Our flight instruction their normal low (fine)
was hit-and-miss and pitch settings, at taxiing
half of them remaining, because
could occur on a mo- low thrust settings the
ment's notice anytime engine and generator
one by one they fizzled out in puffs
the airplane was de- rpms would be too low
clared ready to fly. The to keep the engine-dri-
flight instruction itself
of smoke in the radio rack.
ven generators operating
was conducted by one
of the manufacturer's
engineering test pilots, who inci-
dentally was not an instructor, nor
was he even remotely familiar with
airline methods of aircraft opera-
tion.
After many delays from an origi-
nally scheduled departure time, we
finally got airborne one day. Jack
and I had previously asked if on one
of our flights we might see the air-
plane's characteristics in a stall, an
FAA required pilot training and pi-
lot checking maneuver for airline
pilots. "Certainly," our test pilot in-
structor had replied, and when the
time came he proceeded from the
right copilot's seat to extend the
landing gear, the wing flaps, re-
duced the power, stalled the
airplane, dropped the nose, applied
thrust for recovery, retracted his
own flap and gear, and said, "what
else would you like to see?!!"
With a few interruptions from
"Montezuma's Revenge" and the
Mexican "touristas," our haphazard
qualification was finally judged
complete and we then began a pe-
riod of qualifying Aeronaves pilots
on the airplane while en route on
the Mexico City, New York run.
This airplane was eqUipped with
probably the world's worst instru-
mentation, radio and navigation
equipment. If we were fortunate
enough to leave Mexico City with
all components operating, we would
seldom arrive in New York with half
6 JULY 2000
of them remaining, because one by
one they fizzled out in puffs of
smoke in the radio rack. To inter-
pret, then fly, the instruments of
flight and navigation on the air-
plane's panels was an exercise
similar to patting your head and
rubbing your stomach as you stood
on your head. In addition to all this,
it just was not a good-flying air-
plane, having little dihedral in the
wings and therefore devoid of lat-
eral stability.
It was, by any standard, a big air-
plane and one of the first of its
generation with a double-bogied
landing gear, necessary to support
its heavier weight without damaging
the paved surfaces of airports. As a
result, moving the airplane around
on the ground preCipitated some
very interesting taxiing problems,
because, by design, to avoid tire-
scrunching and high twist-loads on
the landing gear, the amount of de-
flection of the steerable nosewheel
was greatly limited. Thus, short ra-
dius turns onto narrow taxi strips,
and onto ramp areas, were impossi-
ble. It was often necessary when
clearing a runway to position a man
with his head and shoulders out of
the opened navigator's astrodome in
the ceiling at the rear of the flight
deck. From this position, by tapping
the pilot's left and right shoulders
with his feet, the observer would sig-
nal as the pitch of the propellers was
at speeds sufficient to
power the airplane's elec-
trical buses. If rpms were increased in
compensation, you taxied like a mad-
man and in turn badly overheated
the brakes in order to keep the air-
plane slowed down. To alleviate this
unworkable situation, the propellers
were ingeniously equipped with an
additional "superfine" pitch setting
for ground operation, which pro-
duced the desirable high rpms but
with very little forward thrust.
An often encountered problem
would occur when attempting to
cancel "superfine" prior to takeoff.
This cancellation process required
about 20 seconds on the runway it-
self due to the very high thrust
settings and engine rpms involved.
The cancellation was done two props
at a time, first, the outboards, then
the inboards with very high thrust
settings required to supply electrical
needs as the propellers resumed
their more coarsely-pitched takeoff
settings. The airplane shook and
shimmed and roared as the proce-
dure was performed. Often, the
cancellation process was unsuccess-
ful because one or more props would
fail to change from superfine to fine
pitch. This necessitated taxiing
down the active runway to a clear-
ing taxi strip, and return to the
ramp, with much gnashing of teeth
by the control tower and pilots of
other aircraft that had been in line
waiting for takeoff.
Regarding the airplane's flight
controls.  When  in  flight,  the 
ailerons  for  lateral control, elevators 
for  longitudinal control,  and rudder 
for  yaw control,  were all  caused to 
be  "flown" to the desired  deflected 
position by small  "flying tabs"  on 
the trailing edge of each of the sur-
faces.  The  cockpit  controls were 
cable-connected to these flying  tabs 
only  and at  no time on the ground 
or in the air could  movement of the 
pilot's controls directly cause posi-
tioning of the controls themselves. 
This brought up operational diffi-
culties when  preparing for  takeoff. 
When  the flight  control gust  lock 
was  released,  as  part of the pre-take-
off procedure,  the ailerons on each 
outer wing fell  down,  both elevators 
each aileron,  two  lights,  one for 
each elevator,  and one additional 
light for  the lonesome trailing rud-
der.  In  cruiSing flight,  it was  not at 
all  unusual for  one or more of these 
lights to occasionally come on, per-
haps  signaling  "left  aileron 
LOCKED, II or  "right  elevator 
LOCKED. II A frantic grab for  re-actu-
ation of the gust lock  release would 
be  made by interested crew mem-
bers in order to extinguish the lights. 
The foregoing certainly should 
have foretold  the kind of problems 
that were  certain  to be  encountered 
as  this  mixed-up airplane entered 
the rigors of everyday airline service. 
The first  really serious  problem 
occurred on a  New  York area train-
It was  early evening and dark and 
raining as  we  readied  for  departure, 
checked weight and balance figures, 
fuel  loads,  weather,  etc.  in  the 
bustling Pan American  flight  dis-
patch office,  while outside in the 
driving rain two fuel  trucks under 
each wing pumped hundreds of gal-
lons of aviation kerosene into the 
huge tanks.  With a  flashlight,  a su-
pervisor of the ground service people 
handing the airplane at New York, 
walked  around  our  airplane  ac-
quainting a  new  employee with 
some of its turn-around service prob-
lems.  In  the process h e  opened a 
large access  plate in the belly while 
showing where next summer they 
would  hook up the big pipes of the 
... we climbed into  the  stronger  upper air  winds,  while  out the 
side  windows  a red and green  bottle-like glow was  cast against 
the  heavy storm  clouds  from  our  running  lights  . .. 
fell  down,  and the rudder flopped 
over  if any crosswind existed,  re-
gardless  of  cockpit  control 
positioning,  which only moved the 
small  flying  tabs.  Until  enough 
speed could be attained on takeoff 
for  the controls to be  lift ed  to  a 
faired  position,  in  addition to the 
drag of the wing flaps  extended for 
takeoff,  the pilot was  also dragging 
down  the  runway  two  drooping 
ailerons,  two drooping elevators, 
and with the rudder laid  full  over in 
crosswinds,  whether he wished  it 
there,  or not. 
The control surface gust locks 
were  applied  when ground borne by 
a  pedestal actuated gust lock con-
trol,  which  caused  hydra ulicall y 
actuated  jackscrews on the control 
surface  itself to center and lock each 
control.  In the cockpit there were 
five  red  warning  lights  on  the 
glareshield  over  the instrument 
panel directly in front of the pilots. 
These confirmed that the surfaces 
were  locked. Two  lights,  one for 
ing flight  when a very bad in-flight 
electrical fire  erupted in  number 
three engine nacelle,  necessitating 
an immediate landing at then oper-
ating Mitchell Field  on Long Island. 
The airplane was  laid  up for  many 
weeks. 
My  friend Jack Ryan was  the pilot 
trainee and Lew  Oates  from  the Mi-
ami training base,  the instructor.  I 
had been scheduled to receive train-
ing on the  next flight  and was  on 
standby  at  the  airport  when  I 
learned of the emergency landing. 
We  usually traded legs  during a 
round trip between Mexico City and 
New  York.  My  Mexican  captain 
trainee, a darn good pilot, had flown 
the  flight  to New  York  while  en 
route  I had  performed  his  copilot 
duties.  On  the way north we  had 
flown  high  above a  fast-moving 
storm over the Virginias  that was 
working its way  up the coast.  For 
the return flight  it was  to  be  my 
turn to fly  and we  prepared to trade 
seats after a quick turn-around. 
ground air-conditioning units,  as 
well  as  the big lever-operated valve 
inside the access  plate that had to be 
positioned to "open"  in  order to 
then supply the plane's cabin with 
conditioned air.  Following the ex-
planation the access plate was closed 
and the two  moved on to discuss 
the under-wing fueling system and 
the fueling that was  still in progress. 
It was  a  blustery,  wet  night as  we 
later took off and quickly entered 
the  low  hanging  clouds,  their 
bulging underbelly glowing in  the 
reflected brightness of the streets be-
low.  Radios  were  switched  to 
departure control frequency to re-
ceive  the  first  vector  onto  our 
assigned  southbound airway and I 
lowered  my seat a couple of notches 
while concentrating on controlling 
the waving,  swaying instruments of 
flight . The entire instrument panel 
bounced  as  we  climbed through the 
now-approaching and intensifying 
storm that we  had flown  far  above 
only a  few  hours previously on our 
VINTAGE AIRPLANE 7
way north.
It had been a long day for us and
we were all tired, but 1 savored the
very rapid rate at which the air-
plane climbed with its very
powerful and smooth turbine en-
gines. Our flight was instructed,
"Turn right, intercept the 042 de-
gree radial of Coyle VOR. Climb to
flight level 280, resume cockpit
navigation." My copilot was very
busy copying and reading back the
many clearances, arranging his air-
ways navigation charts and reading
his after-takeoff check lists, while
in the meantime also setting up
the fuel, cabin pressurization, and
cabin air-conditioning systems for
climb. He was a busy man.
I concentrated on aircraft control
and airways navigation as we
climbed into the stronger upper air
winds, while out the side windows a
red and green bottle-like glow was
cast against the heavy storm clouds
from our running lights and the ro-
tating beacons flashing rhythmically
from their positions on the top and
bottom of the fuselage.
As we climbed I began to feel a bit
light-headed, and was puzzled. Yes, I
was tired, but I shook my head and
felt better. The airplane was climb-
ing fast and passing through 24,000
feet at the time when I began seeing
double. A glance at the cabin pres-
surization control panel to the right
of the copilot verified that the con-
trols were properly set and that cold
night air was being warmed and
pumped into the cabin properly.
But , an adjacent gauge, however,
showed that there was but little
cabin pressure with a nearby warn-
ing light confirming thi s. There was
no cabin pressure warning horn to
alert the crew as on other pressur-
ized aircraft I had flown, just the
light stuck in a far corner of the
cockpit.
Quickly, I donned my oxygen
mask, closed the four throttles, and
extended the landing gear, while
nosing over into a very steep descent
toward breathable altitudes that
meant our survival. New York Cen-
8 JULY 2000
Through  the  open 
valve  we had been 
attempting  to 
pressurize  the 
state  of New Jersey. 
ter was called and advised of our
emergency descent, and why, and
we were quickly cleared to 8,000
feet . As we descended a dark-haired
diminutive stewardess opened the
cockpit door and inched and slid her
way along the steeply inclined flight
deck floor to my side, where she
yelled in my ear that she had dis-
abled passengers back in the cabin.
As we leveled off we were back in
the clouds and being badly buffeted.
We could fly at this lower altitude
with no further breathing problems
but the airplane's fuel consumption
down low was far too high for us
ever to reach Mexico Ci ty. We re-
quested clearance back to New York
and removed our oxygen masks.
New York Center read us our new
clearance routing and altitudes while
from my manuals I withdrew charts
and adjusted to our new navigation
situation. Many thoughts whirled
through my head. We switched on a
landing light to check for preCipita-
tion and cloud and saw that we were
now flying in heavy, wet snow. En-
gine cowl and guide vane heat, wing
heat and the electric propeller de-
icers were hastily turned on.
In the airplane's short history it
had shown great susceptibility to en-
gine icing and as we flew I felt in the
rudders, and the instruments also
showed, the airplane suddenly
pulling hard to the left. A quick
check of the engine instruments
showed No.2 engine tailpipe tem-
perature lower than the others and
dropping fast, with the engine's
compressor rpm also dropping. No.
2 engine had flamed out and we
quickly prepared to do an in-flight
engine relight procedure.
For each engine, on the cockpit
overhead panel between the pilots
were rows of many toggle switches
that were normally utilized for
ground engine starts. Using these
same switches, we began the in-
flight engine relight countdown.
"One, two," actuate a switch, "three,
fou r ," actuate another, "five, six,
seven," actuate another, "eight,
nine, " another, and at the count of
"ten," the last switch, the engine ig-
niter was actuated, which was
supposed to light off the fuel flow-
ing to the engine. Halfway through
our countdown the airplane pulled
in the opposite direction and to my
dismay I saw that No.4 engine had
also flamed out, but No.2 engine
was spinning up and running again
as we began a new countdown for
NO.4 engine.
My cockpit companion, with his
strong Spanish accent, tried with lit-
tle success to explain to traffic
control what our problem was, so I
picked up my mike and requested a
no-delay approach, which explain-
ing our engine flame-out problems.
We were immediately cleared to a
lower altitude and in the process
had to relight No.2 engine again. I
was very concerned that we might
end up gliding with no engines into
the Atlantic ocean below us because
the airplane's scanty operating man-
ual cautioned, "If a flamed out
engine cannot be relit in 15 seconds
it is to be drained of fuel for five
minutes. If this is not done, high
temperatures in the tailpipe can
cause severe structural damage to
the airplane's wing spars." Those
writing the manual knew what they
were talking about because during
an engine relight over England as
part of the airplane's certification, a
wing had been badly damaged. Be-
tween the req uired ten-second
- continued on page 26 
by H.G. Frautschy
Obscure aircraft are one of our fa-
vori t e subjects here at EAA
Headquarters, so when Ralph Nortell
sent us this note related to our April
Mystery Plane, we were intrigued:
Gentlemen,
After 62 years, perhaps I'll learn the
identity ofparasol monoplane 816N.
My photo was snapped in 1938 at
Bernard Airport, Beaverton, Oregon,
with a Kodak 620 Brownie box camera.
At the age of 14, i was probably too shy
to ask around about the airplane. The
major objective was getting the snap-
shot for my aircraft photo collection.
in view offuselage similarities, it has
been my contention that 816 was a
modified Pietenpol Air Camper. The en-
gine appears to be a Lambert Velie M-5,
which had stated ratings of 55 to 70
hp. Individual short exhaust stacks were
employed instead of the usual rear-
mounted collector ring.
In 1926, the state ofOregon passed a
law requiring reasonable inspection of
all aircraft. However, the amateur de-
sign and building of aircraft was
strongly encouraged. The strictly non-
commercial Bernard Airport soon
became a headquarters for this activity,
and perhaps 50 projects were completed
and flown there until the CAA was es-
tablished in 1938. The Oregon aircraft
license plate can be seen just below the
front cockpit on 816N.
Sincerely,
Ralph Nortell
Spokane, Washington
Two of our members knew what
Ralph had shot on that old black
and white film at Bernard Airport.
Marty Eisenmann, Alta Lorna, Cal-
This modem picture of one of avia-
tion's rare ones was sent in by
member David Carlson, Hay Springs,
Nebraska. Send your answers to: EAA,
Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Your an-
swers need to be in no later than July
25, 2000, for inclusion in the Septem-
ber issue of Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
[email protected]
Be sure to include both your name
and address in the body of your note,
and put "(Month) Mystery Plane" in
the subject line.
ifornia, and Frank Abar, Livonia,
Michigan, both sent in correct
answers.
While it wasn't a Pietenpol, we
do know exactly what it was, thanks
to a couple of clues included in
Ralph's letter. First, he told us where
he had shot it, and in what year.
Since we have a coupl e of CAA air-
craft registry documents here at the
EAA Foundation's library, we were
able to quickly look up the registra-
tion for the airplane and determine
its designation and owner at that
time.
The airplane was registered in
Oregon to Harold Langdon of Au-
rora. It's a Bone Golden Eagle, serial
number 703, and it's powered by a
6S -hp Velie M-S engine. The R.O.
Bone & Associates company of Ingle-
wood, California, built it in 1929.
Designed by Mark Ca mpbell, the
type was used by a young Bobbi e
Trout to set a non-refueled en-
durance record for women of over
17 hours of continuous flight. After
Campbell's departure from the com-
pany shortly thereafte r, the
manufacturing concern was reorga-
nized as the Golden Eagle Aircraft
Corporation.
Ten examples of the airplane in
its various configurations were made
in Ingl ewood before the company
was moved to Port Columbus, Ohio,
but the expected production plans
never came to fruition. In 1931 Col.
Joe Mackey bought up the assets of
VINTAGE AIRPLANE 9
From the collection of Charles Trask, we
have April's Mystery Plane (bottom right),
which was also shot by a young Ralph
Nortell in 1938 at the Bernard Airport in
Beaverton, Oregon. Ralph also included a
newspaper clipping (above) that shows the
aircraft license plate issued by the state of
Oregon in 1938. Ralph didn't mention who
the young lady with the crossed fingers was!
the company and moved it to Lan-
caster, Ohio, hoping to put the
Golden Eagle into limited produc-
tion. But again, few were built.
The airplane was advertised with
an initial sale price of $3,950, which
was later as low as $2,990. Like so
many of the airplanes of that era, the
Golden Eagle was available with a
number of different engines, includ-
ing the LeBlond 7-D of 90 hp, the
Velie M-5 of 65 hp, and a Wright-
Gipsy. There was even one built with
a Kinner K5 engine installed. For
more on the Golden Eagle Chief, see
U.S. Civil Aircraft, Volume 3, A.T.e.
202, dated 8-16-29.
We didn't have the space we
needed in last month's column to
include everything I wanted to share
concerning the February Mystery
Plane. Here are the thoughts of Peter
Bowers concerning the one and only
10 JULY 2000
R.O. Bone & Associates (later the Golden Eagle Aircraft Corporation) Golden Eagle.
Laird Sesquiwing:
"The February Mystery Plane is the
single Laird LC-EW-450 Sesquiwing*,
built by the E.M. Laird Airplane Com-
pany of Chicago, Illinois. It was all
metal, except for the wood-frame, fab-
ric-covered upper wing, and it was
powered by a 450 hp Pratt & Whitney
R-985 Wasp fl'. engine. Full details, but
no photos, are in fane's All The World's
Aircraft for 1935, 1936 and 1937.
"The accompanying photos show
some detail differences from the view in
the February issue. There's a different
arrangement ofcenter section smits and
wheels much farther back than in the
mystery photo. Later views show a no-
tably different vertical tail. It is
interesting to note in the side-view
photo that the 'N' of the registration
NC13684 has been painted out, mean-
ing that the airplane could not be
flown out of the country.
"Judging by the side-view photo, tak-
ing off in the Sesquiwing must have
been a real pilot'S nightmare. Look at
how far behind and below the engine he
sits. He'd have to get the tail up pretty
high in order to see over the nose. Also,
in the process ofraising the tail, that ex-
tra-long nose and the short tail aim
would mean that the nose would have a
strong tendency to swing. Such charac-
teristics might explain why there was
only one Laird Sesquiwing.
"A final guess-since these old photos
were taken on orthochromatic film, I
presume that the color scheme was light
blue (uselage with yellow wings and tail
with blue trim lines."
Peter Bowers
Seattle, Washington
*The term sesquiwing was also used
on the Pitcairn PA-5 of 1926, but that
at least had an aerodynamically signifi-
cant lower wing. .....
on the cover 
a.  
VI- fl/fl(;(J We'/(J fflr
"
by Budd Davisson 
aerial photography by Mark Schaible
ground photography by LeeAnn Abrams
"I guess my own
enthusiasm for
airplanes just
rubbed off on
my daughters,
and they wanted
in on this pro-
ject," says Robert
Jaeger.
What he's referring to is NC15244,
which, being a Waco YOC, is one of
your more unusual father/daughter
projects. But then, as fathers and
daughters go, the Jaegers are a little
unusual anyway. Robert is a neuro-
surgeon. Daughter Nancy is a pilot
for a major airline. Daughter Susan is
an archeologist. Not a lot of under-
achievers in the Jaeger family, it
appears. And then there is the Jaeger
YOC, which is also pretty unusual,
Step right up into the lap of luxury, 1935-style.
but at this point in time it's just the
most visible (not the latest) in a long
line of Jaeger airplanes. Truth be
known, the YOC actually belongs to
Nancy and Susan, and they just let
their dad fly it. And work on it. And
keep it clean. And ...
"I was born and raised in Buffalo,
New York, at a time when it was
pretty hard not to get hooked on air-
planes," Jaeger says. "Among other
things, on my paper route I delivered
papers to Larry Bell of Bell Aircraft
and Don Berlin, who designed the P-
40."
While only 17 years old, Robert
anted up $10 to buy a share in an
old Waco primary glider; Total group
investment was $100. The year was
1940. A year or so later, a group-buy
requiring much more investment
($1,000 between the 10 members) re-
sulted in the ownership of an
Aeronca tandem trainer, which was
the airplane Robert
soloed. He says, "That
was in October of 1941,
about the same time I
joined the CAP, and we
were paying $2 a
month dues and $2.25
per hour to fly."
During WW II Jaeger
was in the Navy's "V"
program, under which
he attended the Uni-
versity of Buffalo
Medical Center and
graduated from the
University of Rochester
in 1945. Then he went
on to intern as a sur-
geon. By 1950, he was
again on active duty,
this time as a brain sur-
geon on board the
hospital ship USS
Haven, where he
Robert Jaeger (left) and Bill Smela
treated wounded from Inchon and
Pusan.
When asked what attracted him
to brain surgery, he quickly answers,
"It's just plain fun . It was then, and
it is now, but it is all-consuming."
The YOC came into the Jaeger
fold in 1987 at the end of a long line
of airplanes beginning with an
$1,800 Seabee in 1952. The list in-
cludes a little of everything,
including a Cessna 140, several Co-
manches, and an Aztec. He took his
first serious step into vintage air-
planes in 1985 when he purchased a
Waco YKS-6. Several years later he
purchased the YOC in Colorado be-
cause he was getting ready to put the
YKS into the shop for a restoration.
Unfortunately, or fortunately, de-
pending on your point of view, the
unintentional discovery of a cement
block in the grass while landing the
YOC resulted in it being moved to
the top of Jaeger's restoration list.
The cement block performed a
traumatic amputation of the left gear
leg, but the damage wasn't as bad as
it could have been. However, Robert
had known, almost from the mo-
ment he purchased the airplane, that
much of it needed some TLC, in-
cluding the bottom wings. The
accident damage in that area was
limited, but upon opening the cover-
ing further they found much of the
wood needed replacing. He laughs
when he talks about what else they
The cockpit of the YOC is a mix of old and
new, with modern instruments fitted
neatly into the burled walnut wood
panel. The radios are arrayed along the
bottom of the panel, with their power
supplies mounted below the rear seat.
found inside the wings. "The trailing
edges out towards the tips had been
repaired with beer cans, and some
still had the labels on them!"
Further investigation found po-
tentially serious problems elsewhere
that had nothing to do with the ac-
cident. liThe skylight was held in by
what looked like Elmer's glue, and
the rudder cables were too small for
the airplane. The fuselage tubing was
actually in excellent condition, very
little rust at all, but the tail wires
were rusted nearly halfway through
and part of the tail structure was
missing."
The decision to completely restore
the airplane turned out to be a no-
brainer. The bad news of the accident
was tempered by the good news that
it would force them to take care of
problems that had probably existed
since the airplane was last rebuilt,
sometime in the 19605.
An airplane as big as a cabin Waco
is a huge project to tackle single-
handedly, so Jaeger began looking
around for someone to help him. He
didn't have to search far because Bill
Smela was just down the road. Smela
is well-known in the Middle Atlantic
States for his long experience in op-
VINTAGE AIRPLANE 13
Bill Smela demonstrates the split flaps used by Waco on
the YOc.
erating and restoring antique air-
craft. He is now located right on
Queens City Airport in Allentown,
Pennsylvania, where Jaeger has been
based since 1961.
Robert sent the questionable lower
wings down to John Shue in
Imigsville, Pennsylvania. John took
one look and knew they'd be build-
ing a completely new set using the
old fittings and the wood for pat-
14 JULY 2000
terns. Very little of the
original wood was good
enough to reuse. The
top wing, however, was
actually in quite good
shape and required rel-
atively minor repair
and refinishing.
While Shue was
working on the wings,
Jaeger and Smela
started on the fuselage.
Because it had been so
long since any kind of
really serious restora-
tion had been done,
and some of that was of question-
able quality, they found that many
of the fuselage parts were going to
take too much work to save. The
cowling had been damaged in the
accident and had the usual collec-
tion of dings and patches a bump
cowl develops during a half century
of service. Most of the wood and
other parts had been damaged to
some degree by moisture. The sheet
metal also had the marks that are
impossible to avoid during so many
years in the air. The only solution
was to remove every bolt and screw
and bring the airplane back up from
nothing.
Starting at the front, they rebuilt
the engine and then hung a con-
stant speed Ham-Standard on it.
Smela built a new cowling using pre-
pressed sections from Classic Waco.
(They wouldn't sell a complete cowl-
ing.) Knowing that Jaeger had been
having cooling problems with the
airplane, Smela carefully resized the
inlet and outlet openings to get max-
imum flow while reinforcing it with
steel tubing front and rear. Robert
says it does a wonderful job of keep-
ing the oil and cylinder head temps
in the green.
The windshield was okay, but it
made no sense to go through such an
extensive restoration and wind up
having to look through scratched
and crazed glass. So, they located a
manufacturer just a few miles away
that produced special-use
safety plate glass for security
stations and armored cars.
Jaeger took the original glass
down to him for patterns.
"He heated the glass, bent
and laminated it, and then
trimmed it to exactly fit the
framework. We had assumed
the right- and left-hand pieces
were the same, but he told us
later that there was a substan-
tial difference between the
two. "
The instrument panel has
to be studied to appreciate
the detail work involved. For
one thing, the modern radios
have been kept to a mini-
mum, partially for
appearances ' sake and par-
tially because the room
behind the panel is limited.
So, the nav/comms are 28-
volt, short units with the
power packs mounted in their
own little compartment under the
back seat.
Jaeger says, "The radios work re-
ally well because right after they
were installed, we left for Oshkosh.
We took our avionics guy with us.
There's nothing like putting your ra-
dio man in the cockpit to make him
anxious to make sure everything
works right. "
The wood on the panel deserves
special mention for a number of rea-
sons. First, it is genuine Circassian
walnut, which Bill Smela bleached to
make the burl-like grain more obvi-
ous. What is easy for folks to miss,
however, is that the wood is book-
mat ched two ways. It is matched
horizontally across the vertical cen-
ter line and again vertically across
the horizontal bend of the lower part
of the panel. Very, very nicel y done
and super subtle.
The leather interior with the mo-
hair headliner was stitched together
by Gary Maucher of Newton, Penn-
sylvania. Eastern Pennsylvania is a
hotbed of antique and classic car
restoration activities, and Maucher
spends most of his time putting inte-
riars in cars. However, when he
turned his talents to the Waco, he
really rose to the challenge.
One of the modifications they
made to the airplane in the name of
convenience and safety were large
inspection panels under the horizon-
tal tail. "Before we added the panels,"
says Jaeger, "there was no way to in-
spect the aft fuselage or work on the
tailwheel."
When it came time to cover and
finish the airplane, Jaeger decided on
Ceconite but stuck with dope (Ran-
dolph's) all the way through. It's
obvious that Smela worked hard at
color-matching the color of the Sher-
win-Williams urethane on the sheet
metal to the dope.
In total , it took Jaeger, Smela,
Shue, and some others over four
yea rs to finish the airplane. How-
ever, the YO C, with its elegant
elliptical wings, is to many eyes one
of the most graceful of the breed, so
the final result was well worth the ef-
fort. This is especially true since only
a few of this type (and most of the
others are CUCs) are still flying, with
".. .possiblya small handful still in
barns and hangars. "
It would be easy to think that
Jaeger and his guys are tired of work-
ing on airplanes at this pOint, but
don 't forget the YKS. Also, we
haven' t mentioned the two Taper-
wings in Jaeger's shop, including the
BSO that once belonged to WW I
ace, Elliot White-Springs. White-
Springs was a celebrity for most of
his life, penned the book "Warbirds"
(possible first use of the term), and,
when he bought a Staggerwing, he
was featured in Beechcraft ads be-
cause he operated the airplane out of
his SOO-foot strip. White became a
multimillionaire (Springmaid sheets)
and, when he bought a Jake-powered
Twin Beech, he had to give in and
extend his strip ... to 7S0 feet. Jaeger
says the wings and tail of the BSO
are finished, and he and his crew are
putting upholstery in now.
So the question now is how do the
girls like their airplane? In all proba-
bility, they are as proud of it as their
father. Also, in all probability, they
don't get to fly it very often because
dad is always off winning prizes in it.
Isn't that just like a father? .....
VINTAGE AIRPLANE 15
Not all antiques
get to rest in
hangars with
polished floors.
Some of them
still have to work
for a living!
16 JULY 2000
By Bill and Barbara deCreeft 
A
long with the beauty and
nostalgia of a vintage air-
craft, this 1929 Travel Air
6000B, NC9084, has its own unique
history.
Phillips Petroleum of Bartlesville,
Oklahoma, originally owned
NC9084 (SIN 865). In August 1930,
this plane was known as the "City of
Wichita" and pi loted by Charles
Lander and Roger Rudd, who com-
pleted the first of three attempts at
the refueled endurance record in this
Travel Air. That flight lasted 11 hours
and 20 minutes, ending due to a fuel
leak. Several days later, the duo was
back in the air in NC9084, again try-
ing for a successful flight to break
the existing refueled endurance
record. But the plane only remained
Photography by Jim Oltersdorf
aloft for 13 hours and 55 minutes.
Less than a month passed before
NC9084, now known as the "Cen-
tury of Oklahoma," was prepared for
the third attempt at an endurance
flight record. Pilots Bennett Griffin
and Roy Hunt completed 13 days
aloft before being forced to land dur-
ing a dust storm.
Soon after, records place NC9084
in Pampa, Texas, belonging to
Keenan Brothers Flying Service, who
used it for barnstorming and charter
flights. In 1936 Monte Keenan flew
it to California for use in the Bakers-
field area. By 1938, this plane was in
Oakland, California, in service by
Duck Airlines for charter and aerial
photography flights. Then it went to
A.A. Bennett in Salmon, Idaho, who
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(at Left) Hauled up alongside the sandy
shore, the Travel Air 6000 is still quite
capable of carrying a camping or hik-
ing party into the Alaskan bush.
flew it out of his Flying BRanch.
Johnson's Flying Service, Inc. of Mis-
soul a, Montana, purchased the plane
in 1955 and put it into operation,
servicing Forest Service contracts by
hauling smoke jumpers to fight for-
est fires and spray trees. They also
used it for passenger service to the
backcountry.
NC9084: Present
We have had NC9084 since 1969,
when we purchased it from John-
son's Flying Service. This aircraft has
always worked for a living. We used
it on floats and wheels for passengers
Bill deCreeft refuels the 1929 Travel Air
6000 at its home base in Homer,
Alaska. It's not possible to see into the
tank, so Bill watches the indicator in
the sight tube fuel gauge mounted on
the bottom of the tank.
and freight in the Alaskan bush.
NC9084 has always operated on an
air taxi certificate, and, in fact, it still
stays busy carrying passengers over
the gla ciers and backpackers to
mountain lakes for camping trips. It
was also used to transport building
materials to remote native villages,
baby fish for the Alaska Department
of Fish and Game, and moose meat
and antl ers to Anchorage. It even
carried an injured man from Homer
to Anchorage one night because
there was no other aircraft available.
We retired the Trave l Air in 1976
when we bought our Otter.
In 1987, we be-
gan a complete
restoration of the
Travel Air, taking
it from bush plane
to its original fac-
tory configuration.
From the propeller
t o the tires to the
tiny bathroom,
many painstaking
hours over three
Alaskan winters re-
sulted in the
Travel Air you see
today. After the completion of the
restoration in 1990, NC9084 was
flown to the Santa Paula Airport in
Santa Paula, California, in service
for sightseeing trips and champagne
flights over its wine country. It now
serves on a more relaxed schedule.
Mounted on a set of 1934 Edo 4650
floats, it's based in Homer, Alaska,
where you're invited to view and fly
in this unique floatplane.
We invite your comments, experi-
ences, and your pictures. Countless
people have shared with us their
memories, which we value and add
to our information on NC9084.
Please feel free to call, write, or e-
mail us.  
For further information, 
contact us directly at: 
Kachemak Bay Flying 
Service,  Inc. 
P.O.  Box  1769 
Homer,  AK  99603 
907/235-8924 
e-mail:  [email protected] 
VINTAGE AIRPLANE 17
un'n 
•
n
Marl< Schaible
Alan Crawford of Buchanan, Texas, flares his Piper
PA-11 during the spot landing (floating?) contest
at Lake Parker in Lakeland.
The shoreline is always filled with spectators
who come from the local area as well as the fly-
in. The Splash-In on Lake Parker has become
one of Sun 'n Fun's favorite events!
The Piaggo Twin Gull is rarely seen here in the United States. This par-
ticular example is listed as a P.136-L2, of which only four are registered.
With its pair of 300 plus horsepower engines, the Twin Gull can cruise
along at 165 mph!
18 JULY 2000
Pilot Jim Poel of Spruce Creek, Florida, fires up the Franklin on the
Seabee, then carefully backs it off the shoreline as his friend Bill Bardin
of Rochester, New York, monitors the area behind Jim. Jim' s Seabee
won the Best Vintage Amphibian award.
Ron Bull of Fly Fishing Adventures, Jupiter,
Florida, touches down in a slight crosswind
with his Piper PA-18 Super Cub during the
spot landing contest.
The Grumman HU-16 Albatross was originally a mili-
tary bird, but it makes a fine civilian seaplane. This
example belongs to Clyde Barton of Clute, Texas.
This handsome RC-3 Seabee was flown in by Rich Brumm of
Northport, New York.
VINTAGE AIRPLANE 19
Fred Murrin' s Fokker F I triplane is now powered
by a 110-hp LeRhone rotary engine. The streaked
green and white color scheme is done in the
markings of triplane F I 102117 assigned to Jasta
11 . It was flown by Manfred Von Richthofen (his
second flight in the type, the first coming earlier
that morning) on September 1, 1917. The fighter
was lost only two weeks later when Obit. Kurt
Wolff was shot down and killed by two Sopwith
Camels flown by pilots from No. 10 Squadron,
R.NAS. 102117 was the second triplane accepted
by the German Air Service, along with F I 103/17,
which became the personal mount of Werner
Voss, who was shot down while flying it on
September 23, 1917.
The Dawn
Patrol Rendezvous
u.s. Air Force
I
n October of 1917, McCook Field Those days are gone now and most
in Dayton, Ohio, was established WW I-era aircraft now sit in muse-
as the nation's first aeronautical ums on display for the general public
research and development station for to view in wonderment. What does a
Museum the Army Air Corps. LeRhone engine sound like? How did
The setting during this time would these aircraft perform? Why not let a
have been quite a sight for any early new generation witness what our
military aircraft enthusiast. Spad, founding aviation forefathers like the
hosts World
Sopwith and Nieuport were just a ones at McCook Field got to witness?
handful of the aircraft types that were Enter the Great War Aeroplanes Asso-
tested and tinkered with at the air ciation (GW AA) and the United States
War I fly-in
base. After the war, the armistice with Air Force Museum (USAF).
Germany brought 347 more aircraft With the belief that we should "re-
over to the field for technical study. create history," the two organizations
There is even a photo of a Fokker bi- decided to bring together vintage and
By Nick Hurm
plane flying over McCook Field. production aircraft along with vehi-
20 JULY 2000
• 
Fred Jungclaus flares his scaled replica S.E.5 as he lands in front of the spectators during the 1998
edition of the Dawn Patrol Rendezvous. His biplane is flown as a tribute to Lt. George A. Vaughn
Jr., a United States Air Service pilot assigned to the 84th squadron of the Royal Air Force. George
passed away in 1989 at age 92.
cles,  radio-controlled  modelers, 
re-enactors and collectors. 
The  idea  was  quickly  put 
into action as  the Dawn  Patrol 
Rendezvous stormed into exis-
tence. The event is  one of the 
few  fly-ins  in  the country that 
is  held exclusively for WW I-era 
aircraft. The  inaugural  fly-in 
took place at the  United States 
Air  Force  Museum  in  Dayton, 
Ohio. The location of the fly-in 
is  fitting  because in  1927 Mc-
Cook Field  moved to this very 
location. 
Sixty-nine years  later,  WW I 
aircraft were once again roam-
ing the skies of Dayton. Twelve 
aircraft  participated  in  the 
event. Some of the aircraft on 
hand included a Sopwith Camel,  Bristol  Bomber,  S.E.5 
and Thomas-Morse Scout. The fly-in  also  included WW I 
reenactments, vendors,  and beautiful WW I authentic ra-
dio-controlled  model  airplanes  that were  not only 
displayed,  but also performed for those in attendance. 
The event was  such a success  that the  USAF  Museum 
along with the GWAA  decided to do it again  so  more of 
the public could witness the event.  Tn  its  sequel  held two 
years  later,  the Dawn  Patrol  Rendezvous saw an estimated 
15,000 people in attendance witness an even bigger show 
with  18  flying  machines and nine static display aircraft. 
WW  I aircraft from  as  far  away as  California  joined to 
make the fly-in  a huge success. 
Now a third fly-in  is  scheduled to take place. The WW I 
fly-in  will  be  held September 29 through October  I , 2000 
at the United States Air  Force Museum. The event looks 
more promising as  each day draws closer.  The Dawn Pa-
Roger and Ernie Freeman's Thomas-Morse Scout revs up its
rotary engine as it begins its takeoff roll on the Air Force
Museum's grounds at Wright-Patterson Air Force base in
Dayton, Ohio.
trol  Rendezvous has been extended an extra day,  and 35 
flying  machines are  already lined up to be  there. The 
number of reenactors and vendors has also  been  in-
creased. The goal of the USAF  and the GWAA  is  to double 
the attendance from the previous year to 30,000 people. 
The best part of the event is  that it is  free  to the public. 
The gates open at 9  a.m.  and close at 5  p.m. Along with 
viewing WW  I aircraft,  authentic models,  reenactors and 
vendors,  spectators can take a free  tour of the USAF  mu-
seum.  We welcome you  to come join us and witness a 
little  piece of history from  the aircraft that helped write 
history. 
For  more information, call  937/255-4704,  Ext.  330 or 
332. Sponsorship opportunities are available-contact 
Denise Bollinger of the Great Warplanes Association at 
877 / 488-4663.  ...... 
The smell of castor oil and the sight of
biplanes and triplanes will bring World War I
aviation to life for visitors to the Air Force
Museum September 29 through October 1.
VINTAGE AIRPLANE 21
WHAT OUR  MEMBERS ARE  RESTORING 
by Norm Petersen & H.G. Frautschy
Dave Uihlein's low
time Super Cub
This beautiful 1960 Piper PA-18-95 Super
Cub, N3678Z, SIN 18-7405 may well be the
lowest time early Super Cub in the Coun-
try. Owned by EAA President's Council
member Dave Uihlein of Germantown,
Wisconsin, the Super Cub has a total time
of 271 hours on the engine and airframe.
The airplane has been totally restored in
original factory colors of red and white by
Myers Aviation in Oshkosh, Wisconsin. It
features wheelpants, a King KX-170B radio
with VOR head, Continental C-90-12 en-
gine with full electric al system, and 36
gallon fuel capacity for a long range en-
durance of nearly 7 hours.
The Super Cub is presently for sale-call
Ken Corbett (EAA 409684) in Oshkosh at
920/233-0732.
Swift GC-IB
Jeff Smith of Asheboro, North Car-
olina purchased this Temco Swift GC-IB
four years ago and put it through an ex-
tensive ann ual inspection to make it
airworthy. During the last two years its
restoration brought it up to the shining
example you see here. It has 1,208 hours
total time on the airframe, and is stock,
with the exception of the P-51 style gear
doors. It's based at Smith Air Park in
Grantville, North Carolina.
22 JULY 2000
Stinson 108
Ray Schwarz of Glenview, Illinois bought his Stinson 108 as a project, one that had been waiting to be completed
for 18 years. During storage, animals extensively damaged the airframe; so much of it was replaced. The airplane still
has its original Franklin engine, which was freshly overhauled. It looks like Ray has a great airplane to enjoy the 2000
fly-in season.
Conquering the
Crosswind
Larry Fox of Clyde, New York has been
very patient with us-we've had these two
photos for a long time, but really didn't
want to publish them in black and white.
Larry's two shots show a little bit of
Aeronca heaven. The small private grass
strip he flies from in upstate New York is
idyllic, as seen in this photo taken just be-
fore the leaves began to change in October.
The wind has finally allowed the wind
sock to relax just a bit, and his friend with
the Aeronca Champ is setting down for a
nice crosswind landing.
Larry's pre-war Aeronca 6SCA Super
Chief was restored nearly a decade ago and
still looks terrific, especially in the light
snow cover of a winter day.
VINTAGE AIRPLANE 23
PASS IT TO BUCK 
by E.E.  "Buck"  Hilbert 
EAA  #21 VAA  #5 
P.O. Box 424,  Union, IL 60180 
Some thoughts on  annual 
inspections and a  Cessna  172 
nose gear failure 
True, the airplane only flew 22
hours last year. Most of the time it
sat out there on the tiedown, or, if
the expense of a hangar was part of
its upkeep, in the hangar. So what
possibly could go wrong if it was
flown so little?
Well, as an lA, there are a number
of little things that show up just
from inactivity. Most of them would
get attention during normal preven-
tive maintenance if they were used
more.
How about that battery? Batteries
tend to sulfate during periods of in-
activity. That's a fancy word for
losing efficiency. If it isn't periodi-
cally discharged and recharged, it
develops a memory, becomes lazy,
and just doesn't perform like it would
if the demands were higher.
In today's world of solid-state elec-
tronics, oxidization of electrical
contacts isn't much of a problem
anymore; but there are still a lot of
generators, voltage regulators,
switches, lightbulb sockets, and fuse
holders subject to oxidization, and
that could mean problems.
Tires suffer from inactivity as well.
The sun has deleterious effects on
their sidewalls. The tread may be per-
fect, but the checking and cracking
of the sidewall could be a problem.
Aircraft tires differ from automobile
tires. The sidewalls take a beating
every time you flop one on. They
also accelerate from a dead stop to
24 JULY 2000
whatever the landing speed is on
touchdown. Underinflation can
cause them to slip on the rim. They
need careful scrutiny every time you
preflight, and even more so at an-
nual time.
The wheels sit down there at the
bottom of the pile of parts that make
up your airplane. The bearings don't
have much of a footprint, and they
sit in that race and feel every vibra-
tion the earth and the elements have
to offer. There's the airplane, sitting
on the ramp or in the grass, tied
down. Every time the wind rocks it,
the bearings feel it, and respond ac-
cordingly. That little tailwheel or
nosewheel carries a considerable
load, and when the bearings are in-
spected there is sometimes a type of
damage called "brinelling." The term
describes little indentations made in
the bearing race by impacts of the
ball bearings themselves. Those very
tiny dents cause the bearings to
growl and tell you they're hurting.
Brake rotors and drums, unless
stainless or chromed steel, always
take on a coating of rust while just
sitting. The first application of brakes
usually cleans them off, but the abra-
sive action of the rust particles "raises
the hob" with the pads, lining, and
the drums or rotors themselves, and
sometimes the bearings. That abra-
sive dust can accelerate corrosion
and wear of the whole assembly.
Wheels, because of electrolytic ac-
tion between the bolts securing the
wheel halves, wind up with corrosive
dust on them, and the bearings can
be damaged because of the grit from
these sources, not to mention the
brake pads or lining, too.
What about the brakes? Those
wheel cylinders are at the bottom of
the system. Any contaminates will
gravitate to the lowest part of the
system, and that's where half the ac-
tion takes place. Even the new brake
fluids wi ll harbor contaminates that
will deteriorate your O-rings and
possibly the flex lines, too. That rust
dust will find its way in and promote
wear. They need to be checked.
How much brake fluid was spilled
over and got down under the floor-
boards? That stuff attracts dirt and
dust and gets real gummy down
there in the belly. The lube on the
internal cable pulleys, the push-pull
rod ends, hinges, and controls also
attract dust and dirt, especially on
the tiedown. There is always the
chance that birds and varmints could
have caused some problems, even to
airplanes in hangars.
The engine may have been sitting
in the same position for weeks.
Some of the valve springs, being
compressed all that time, may lose
tension. The oil contaminates pre-
cipitate out and collect in the lower
parts of the case or tank. The con-
densation from the daily
temperature and humidity changes
grommets,  all  are subject 
to  aging.  And,  if  you 
have them,  shock cords. 
They are  literally  rubber 
bands,  and  rubber 
bands  tend  to  harden 
after a  time Just  being 
out  in  the  air  is  detri-
mental  to  a  shock cord 
(that's why they have 
"freshness dates"  on  the 
package!),  let alone  be-
ing  put  in  harm's way 
as  the  exhaust  gases 
pass  over  them.  Fuel 
and oil  caps  have gas-
kets  and grommets  that 
need checking,  too. 
What I am  illustrating 
here is  the need for  the 
inspection.  Insidious de-
terioration  brought on 
just from  inactivity can 
and  is  a  factor  for  con-
cern .  Think  about  it.
Here are a couple  of photos of the nosewheel fork so  you 
can  see  how the failure occurred.  It split right along the 
Revelation  rather than re-
parting line of the casting/forging. 
combine with  those  contaminates 
to form  corrosive acids  that could 
be a  real  problem.  The  new  multi-
grade  oils  are  wonderful.  Their 
chemical  makeup and the oil  filters 
do a  terrific  job when the oil  is  at 
operating temperature and circula-
tion  takes  place,  but they aren't 
much better than the old  stuff if 
they don't get used. 
Seals,  gaskets,  hoses,  fairing  seals, 
vulsion. 
A recent landing inci-
dent  here  at  the  Funny  Farm 
concerns all  of us  Cessna owner/op-
erators with nosewheel  installations. 
Charlie Travis,  a  local/56 172 
owner,  spent several  years  doing a 
beautiful  restoration  on  his  172. 
Charlie,  an experienced taildragger 
pilot,  came into the Funny Farm and 
made a very nice approach  and  land-
ing.  Being early May,  he  chose to 
make a  soft-field  landing, touching 
Ouch!  When the nose  gear fork on  Charlie's 
Cessna  172 failed, the drop onto the nose  was 
traumatic to the airplane's structure. 
down  softly on the mains with the 
tail low.  The next thing he knew he 
was  up on the nose. 
The  landing  was  normal,  but 
when the nosewheel touched down, 
the  fork  literally shattered  (see  pic-
tures).  It split from  near the axle hole 
upward  to the shoulder.  Charlie held 
it off for  another 100 feet  or so, and 
then when what was  left of the fork 
dug into the turf,  part of it  broke off. 
The strut stub dug a  deeper furrow 
until  it snapped  itself right off the 
firewall.  Up on the nose it went. 
The damage  is  as  expected. The 
firewall  and everything forward  got 
dinged.  The  carb  heat  box and  a 
newly installed Brackett filter  assem-
bly are totaled. So  are  the carburetor, 
exhaust system,  engine mount and 
possibly the Jasco alternator where it 
pushed back  into the firewall  as  the 
engine  mount pushed upward and 
to one side. The cowling is  a  total 
mess,  and so  is  the prop and spinner. 
There is  also  a  pretty good  hole  in 
the belly where some debris bounced 
up and smacked it. 
Dip  Davis and I researched  the AD 
and Service  Bulletins on early model 
Cessnas and came up with AD  71-22-
02,  dated  10/23/71, with reference to 
Cessna Service letter 63-11  dated July 
16,1963. 
It might  behoove all  150,  172, 
175,  and  182 nosedragger  pilots/ 
owners to obtain a  copy of this  AD 
and see  if you're  up-to-date.  Check 
for  the  part  numbers  and/or log-
book entries for  compliance. 
The pictures we  took of this fork 
do not clearly show where the fault 
began.  It would  be  prudent to con-
duct this dye check inspection over 
the entire fork  assembly.  Charlie has 
about a two- or three-month repair 
job  on  his  schedule  now,  and  a 
whole bunch of dollars  to be spent 
on parts,  if  he can find  them. 
What ' s  that old  saying about a 
word to the wise? 
Over to you" 
t'(
VINTAGE  AIRPLANE  25 
- Thirty-five years ... from page 8
relight countdown procedure and
the 15 second restriction within
which to do a relight, or drain for
five minutes, flight crews only had
five short seconds to, first, deter-
mine which engine had flamed out,
and second, get underway with the
relight countdown procedure.
We had several radio frequency
handoffs as we were vectored out
over Long Island, unseen below us
in the storm, while the approach
controllers, intent on their radar
blips, gave us steers toward the run-
way 22 ILS final approach course.
At about 600 feet we were happily
under the clouds with the airport
lights ahead. Automobile traffic on
the rain slicked parkway paralleling
us below could be seen through the
rain-streaked windows. The storm
continued buffeting us as we
touched down in a strong, wet
crosswind.
The airplane was taxied through
the rain and dark to the gate from
which we had departed little more
than an hour ago. As the propellers
swished to a stop the cockpit lights
were turned up bright and our pas-
sengers, none the worse for their
ordeal, off loaded through the for-
ward cabin door behind us. A
manufacturer's representative
worked his way into the cockpit as
we were getting our charts and man-
uals together. We explained to him
what had caused our emergency de-
scent, then what had happened to
the engines in the wet snow. He
shook his head in puzzlement and
left, but was soon back because
outside he had at least discov-
ered the cause of our failure to
pressure probl em. The ground
conditioning access plate,
which earlier in the evening
had been the subject of an ex-
planation on it s next summer
usage, was missing, because the
one foot diameter valve inside
had been left wide open and
the cabin pressure had blown it
off. On every other pressurized
airplane I have flown, such an
access plate simply could not be
closed without the valve inside
being first positioned to the
"Closed" position. Through the
open valve we had been at-
tempting to pressurize the state
of New Jersey.
This was a bi g airplane and
its cockpit was supposedly de-
signed and laid out so, if
necessary, it could be flown and
its systems also managed by
only two cockpit crew mem-
bers. Operating in high density
areas in itself can be very de-
manding, then add to this the
operation of a complicated air-
plane's complex systems,
saturating two men to the point
where something sooner or later
gets neglected, or omitted. In
our case failure to pressurize
went unnot ed for far too long
in a very busy cockpit.
Our adventures with this air-
plane were far from over.
26 JULY 2000
Fly-In Calendar
Thefollowing list ofcoming events is furnished to our readers as a matter of
information only and does not constitute approval, sponsorship, involve-
ment, control or direction ofany event (fly-in, seminars, fly market, etc.)
listed. Please send the information to EAA, Att: Vintage Airplane, P.o. Box
3086, Oshkosh, WI 54903-3086. Information should be receivedfour
monthsprior to the event date.
EAA Regional Fly-Ins shown in bold.
JULY 7-8 LOMPOC, CA - Lompoc Airport. 16th An-
nual West Coast Piper Cub Fly-In. Info: Bruce
Fall,805/733-1914.
JULY 7-9 - ALLIANCE, OH - Alliance-Barber Air-
port (2DI). 28th Annual Taylorcraft Owners Club
Fly-In and Old Timer's Reunion. DisplaysJorums,
workshops, Sat. evening program. Breakfast Sat.
and Sun. served by EAA Chapter 82. Info: Bruce
Bixler, 330/823-9748, Forrest Barber 330/823-
1168 or www.taylorcraft.org
JUL Y J5-COOPERSTOWN, NY-(K23} Old Airplane
Fly-In and breakfast. 7:30 a.m.-Noon. Info:
607/547-2526.
JULY 15-DEKALB, IL-DeKalb Muni. Airport. DTMA
Transportation Expo 2000. I la.m.-4p.m. Hosted by
the city ofDeKalb, R&M Aviation, EAA Chapter
241 and the Chamber ofComm. Free admission
and parking.
JULY 26 - AUGUST 1- OSHKOSH, WI- EAA
AirVenlure 2000. Info: EAA HQ, 920-426-4800,
or www.eaa.org and www.fly-ill.org
JULY 26 - AUGUST 1- OSHKOSH, W/ - EAA Con-
vention/AirVenture Fly-ln. Visit the American
Navion Society in the type club tent in the Vintage
area south ofthe Red Barn. Attend annual Navion
dinner and Navionforum.lifo: 970/245-7459.
JULY 28 - OSHKOSH, WI - Stinson Lunch at
Oshkosh. Meet at 11:30 a.m. behind Theater In the
Woods for afree bus ride to Golf Central restau-
rant. Pay on your own there. Sign up at the Type
Club tent or call: Suzette Selig, 630/904-6964.
AUGUST 5-ELLSWORTH, KS-(9K7}. EAA Chapter
1127 Fly-In breakfast and Cowtown Days Festival.
Info: Dale Weinhold, 785/472-4309.
AUGUST 6 - QUEEN CITY, MO - 13th annual Fly-
In at Applegate Airport. Info: 660/766-2644.
AUGUST 12 - CADILLAC, MI - EAA Chapter 678
Fly-In Breakfast, 0730 - 1100, Wexford County
Airport (CAD). Info: Jim Shadoan, 231/779-8113.
AUGUST 13-18 - SANTA MARIA, CA - American
Navion Society National Convention. Info:
970/245-7459
AUGUST 19 - KALAMAZOO, MI - Newman's
Field (4NO). Fly-In Lunch donation or Dish to
pass. lifo: 616/375-0208 or 375-0691.
AUGUST 19-COOPERSTOWN, NY-(K23) Old Air-
plane Fly-In and breakfast. 7:30 a.m.-Noon. Info:
607/547-2526.
AUGUST 19-5PEARFISH, SD-Clyde Ice Field. 17th
Annual EAA Chapter 806 Fly-In. IlIfo: Bob Golay,
605/642-2311 (evellings) or [email protected]
AUGUST 20 - BROOKFIELD, W/ - Capitol Airport.
17th Annual Vintage Aircraft display and Ice
Cream Social. Noon - 5 p.m. Midwest Antique Air-
plane Club mOllthly meeting, and model aircraft
will also be on display. Fun for the entirefamily.
Info: Capitol Airport, 414/781-8132 or George
Meade,Fly-in Chairman, 414/962-2428.
AUGUS T 25-27 - MA TTOON, IL - 4rd Annual
MTO Luscombe Fly-ln. Luscombe judging and
awards, forums and banquet. $50 cash to Lus-
combe thatflies thefartest to attend. Contacts:
Jerry Cox, 217/234-8720 or Shannon Yoakim,
2171234-7120
SEPTEMBER 1-3-PROSSER, WA-17th Annual EAA
Chapter 391 Labor Day Fly-In. Info: 509/735-
1664.
SEPTEMBER 2-MARI0N, IN -(MZZ) 10th annual
Fly/In Cruise/In Pancake breakfast. Antique, Clas-
sic, Homebuilt, Ultralight and Warbird Aircraft as
well as all types ofclassic vehicles. Info: Ray L.
Johnson (765}664-2588
SEPTEMBER 3 - MONDOVI, WI - Fly- In, Log
Cabin Airport, Douglas J. Ward, S149 Segerstrom
Rd., Mondovi, WI54755-7855, 7/5/287-4205.
SEPTEMBER 3-WAYNESVILLE, OB-Red Stewart
Airport (401) 8th Annual EAA Chapter 284 Tai/-
dragger Fly-In and breakfast (7a.m.-Ila.m.).lnfo:
Steve Hanshew, 937/780-6343.
SEPTEMBER 4-l0-GALESBURG, IL 29th National
Stearman Fly-In. Info: John Lohmar, 314/283-7278
or 636/947-7278.
SEPTEMBER 8-10 - SACRAMENTO, CA - Golden
West EAA Regional Fly-Ill. IlIfo: 5301677-4503 or
www·gwfly-ill.org
SEPTEMBER 9-MUSCLE SHOALS, AL-(MSL) 3rd
Anuual EAA Chapter 615 Cotton State Fly-In. Info:
Eric Faires, 256/768-0685, [email protected]
SEPTEMBER 9-IO-SHIRLEY, NY-Brookhaven Cal-
abro airport. 37th Annual Antique Airplane Club of
Greater New York Fly-In. Rain date 9//6-17. lifo:
Roy Kieser, 631/589-0374.
SEPTEMBER 9-IO-STEUBENVlLLE, OH-Jefferson
County Airpark (2G2). Airshow 2000 hosted by
EAA Chapter 859. lifo: W. Van Nuys, 740/282-
7221or [email protected]
SEPTEMBER IO-MT. MORRIS, IL-(C55} Ogle
County Pilot's Assoc. and EAA Chapter 682 Fly-In
breakfast. 7-Noon. lifo: Glen Orr, 815/732-7268
or airport at 815/734-6136.
SEPTEMBER 10-BURLINGTON, WI-(C52}. Pan-
cake breakfast, Hamburger lunch. 7a.m.-3:30 p.m.
SEPTEMBER 15-17-WATERTOWN, WI-(RNV) 16th
Annual Byron Smith Memorial Stinson Reunion.
Info: Suezette Selig, 630/904-6964.
SEPTEMBER 16-17-ROCK FALLS, IL-Whiteside
County Airport (SQI). North Central EAA "Old
fashioned " Fly-ln. Sun. morning pancake break-
fast. lnfo: 630/543-6743 or [email protected]
SEPTEMBER l 7-LANSING, IL-EAA Chapter 260
Fly-In/Drive-In pancake breakfast. lifo: 708/474-
3748 or 708/798-3801.
SEPTEMBER 22-23-BARTLESVILLE, OK-Frank
Phillips Field. 43rd Annual Tulsa Regional Fly-In.
lifo: Charlie Harris, 918/622-8400.
SEPTEMBER 23-24-ZANESVILLE, OHIO-John's
Landing. VAA Chapter 22 9th Anuual Fall Fly-ln.
Breakfast both days, Hog roast on Saturday night.
Info: Virginia at 740/453-6889 or 740/455-9900.
SEPTEMBER 22-23-ASHEBORO, NC-EAA Chapter
1176 Aerofest 2000 at Smith Airfield. Oldfash-
ioned grass field fly-in and pig pickin '. Unicom
122.9. lifo: Jeff Smith, 336/879-2830.
SEPTEMBER 30-HANOVER, IN-Lee Bottom Airport
(641). Wood, Fabric and Tai/wheels Fly-ln. Rain
date 10/1, starts at 10 a.m. InJo: Rich Davidson,
812/866-5654, [email protected]
OCTOBER 5-8-GAINSVILLE, TX-(GLE} 25th an-
nual lnternational Cessna 120/140 Fly-ln. Info: L.
or M. Richey 940/670-1883 or [email protected]
OCTOBER 6-8-DAYTON, OH-Luscombe Reunion at
Moraine Air Park(173}. Call Mike Williams
937/859-8967.
OCTOBER 2l-DAYTON, OH-Antique/Classic Chi/i
Fly-IN at Moraine Airpark (I73). Call Darrell
Montgomery at 937/866-2489.
OCTOBER 14-ADA, OK-4th annual Plane Fun Fly-In
and Youth Expo sponsored by EAA Chapter 1005
at Ada Muni. Airport (KADH). Free T-shirt Jar first
50 pilots. Info: Te/'ly Hall, 580/436-8190.
OCTOBER 12-l5-WlCHlTA, KS-Travel Air 75th An-
niversary Homecoming Celebration. Raytheon
Aircraft, Beech Field. For scheduled events and
registration materials send SASE to Travel Air Re-
storer's Assn., 4925 Wilma Way, San Jose, CA
95124 or Mike Sloan ofRaytheon Aircraft, PO Box
85. Wichita, KS 67201.
VINTAGE AI RPLANE 27
VINTAGE 
TRADER 
Something to buy, 
sell or trade? 
An inexpensive ad in the Vintage Trader may be
j ust the answer to obtaining that elusive part.
. 50¢ per word, $8. 00 minimum charge. Sendyour
ad and payment to: Villtage Trtlder, EM Avia-
t;OIl Cellter, P. O. Box 3086, Oshkosh, WI
54903-3086, or fax your ad alldyour credit card
lIumber to 920/426-4828. Ads must be received
by the 20th ofthe mOllth for illsertion ill the issue
the second month following (e.g., October 20th
for the December issue.)
MISCELLANEOUS 
BABBITT BEARI NG SERVI CE - rod bearings, main
bearings, camshaft bearings, master rods, valves.
Call us Toll Free 1/ 800/233- 6934 , e-mail
[email protected] Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202.
AIRCRAFT 
BUILDERS' 
WORKSHOP 
Shawnee, Oklahoma 
August 26th-27th 
• Fabric Covering
• Gas Welding
• Basic Sheet Metal
• Electrical Systems, Wiring and Avionics
EAAMEMBERS $199-$279  NON· MEMBERS $219-$299 
AIRCRAFT BUILDERS' 
CONFERENCE 
Oshkosh, Wisconsin  •  September 9th 
• Intro To Aircraft Building • Fabric Covering
• Sheet Metal Basics • Engine Installation
• Electrical Systems • Composite Construction
EAA MEMBERS $89  NON· MEMBERS $99 
AI RCRAFT LINEN - Imported. Fabric tapes. For a
18" by 18" sample, send $10.00. Contact for price
list. WW I Aviation Originals, Ltd. , 18 Journey's End,
Mendon, VT 05701 USA. Tel : 802/ 786-0705, Fax:
802/786-2129. E-mail: [email protected]
WANTED - Magneto rei nforci ng brackets for Szekely
engine. Contact Ken in S. CA, 909/599-4164.
Don1t forget to 
stop by the
vintage Aircraft 
Association  Red 
Barn during EAA 
AirVenture 2000! 
28 JULY2000
AIRCRAFT OWNER 
MAINTENANCE 
Oshkosh, Wisconsin  •  September 10th 
A one day hands-on, course detailing the 28 maintenance items a
pilot/owner can perform on their airplane without the presence for
an A&P mechanic. Save money!  Know your plane! 
EAA MEMBERS $129  NON·MEMBERS $149 
WORKSHOPS 
~
"Under EAA's leadership
these workshops are
better than ever,"
Ron Alexander-
workshop developer.
800·967·5746 
www.sportair.com 
Call or log-on for our complete workshop calendar
'
Ea
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•
I I
Alr c  r  a  r t  Coa tings 
"Proud Sponsors of EAA SportAir Workshops"
NEW MEMBERS 
Murray  HortonYarmouth .... ... .......... ........... 
...... .......... .......... .. .... ..... County,  NS,  Canada 
Robert  Bondy................................................ 
.................................. Windsor,  ON,  Canada 
Kenneth  Ross  Gunby................................... 
.................... ...... .......... Carlisle, ON,  Canada 
Jean  Paul  Batardy ......................................... 
.................... ........ .... Escau  Doeuvres,  France 
Alois  Drexler. .......... Wackersdorf,  Germany 
Stefan  Volz .... Bad  Koenigshofen,  Germany 
Giuseppe  Braga ...................... Bologna,  Italy 
Tatsui  Kamijikkoku .. ........ ....... Kyoto, Japan 
Andrew Vincent .............. .. ............ .. ............. 
.. .... .................... .. .. . Roll eston,  New Zealand 
Francisco Villa .............................................. 
............................ Rivas-Vaciamadrid,  Spain 
John  K.  Emmons ......... Eglisau, Switzerland 
Joseph  D.  Dolce ................. Birmingham,  AL 
Dale  Morgan........ .. ........... ......... Mccalla,  AL 
john Flyum ........................... Springdale,  AR 
Bary  L. Gills .......... ........... .......... Gurdon, AR 
Porter F.  Schultz ........................... Bouse,  AZ 
Robert  Altieri ....................... Healdsburg,  CA 
Roger  D.  Farnes ........ .... .... ....... Riverside,  CA 
Jim  Hays .. ............ .. .... ...... ........ Alameda,  CA 
James  Long .... .......... .... ...... .  San  Marcos,  CA 
Bruce A.  McElhoe .... .. ............... Reedley,  CA 
George  Parry ............................. Ventura,  CA 
Joseph  Ruh .................. .... Playa  Del  Rey,  CA 
Leonard Sokolowski  ........ Pacific Grove,  CA 
Stephen A.  Woldin .............Santa  Paula,  CA 
Chris J. Woods .........................Tiburon, CA 
Paul  C.  Andes ......................... Littleton,  CO 
Michael L. Kaessner ............. Longmont, CO 
Robert  A.  McKown .......... ............... Vail,  CO 
David  W.  Olson .......... Grand Juncti on, CO 
Danny  R. Wine .. ... .... .. .............. Denver, CO 
Edward  Charl es  Monoski  .............. Kent, CT 
Chris H.  Becker .................. Panama City,  FL 
Mike  E.  Branand ........ ...... ........ . Ft Pierce,  FL 
Frank T. Cvelbar. ............. Port Charlotte,  FL 
L. Bar  Eisenhauer ............ Winter Haven,  FL 
Frederick  F.  Evans ........................ Naples,  FL 
Richard  R.  Hodge, Jr. ...... . Ft.  Lauderdale,  FL 
Stephen  M.  Huse  ............. Longboat Key,  FL 
Greg A. Leaf.. .................. ...... Hawthorne,  FL 
Julia n  B.  MacQueen ...... .... ... Gulf Breeze,  FL 
Daniel Melnik....................... Melbourne,  FL 
Jim Quigley.................................. Napl es,  FL 
Steve  Whittenberger .... .. Daytona  Beach,  FL 
Robert A. Wiederhold .................................. 
...................................... Pembroke Pines,  FL 
Dave  Benjamin .. .... Lookout Mountain,  GA 
Lloyd  Blackwell  .. ............ .. ....... Marietta, GA 
Robert J.  Collins, Sr.  .............. .... Boston, GA 
Eric  L. Hendrix ............................Jasper, GA 
Douglas S.  Lambert.. ....... LawrenceviIl e,  GA 
Donald  E.  Lumsden ................ Morrow,  GA 
Robert  G. Ridgeway ................. Marietta, GA 
Mark Steele .............................. Valdosta,  GA 
Joe  Morano  ............................... Eastport,  ID 
Thor Farrow ......................... Lake Zurich,  IL 
Gregg W.  Pearson .................. Waukegan,  IL 
Frederick L. Conl ey .... ........... Valparaiso,  IN 
Glen  H.  Sherretz .................... Evansville,  IN 
Steve  Briggs ....................... Lake  Charles,  LA 
Joseph  Griffin ................... E.  Falmouth,  MA 
Wm Mahlon  Entler. ...... ...... . Baltimore,  MD 
Vincent j. jordan....... ....... ..... Cristfield,  MD 
Roy  C.  Kronquist .................. Marquette,  MI 
Richard  R.  Reichenbach  .......... Bay  City,  MI 
Dennis Schwecke ........ ........... Highland,  MI 
Mark A.  Marino ...... ........ ...... .... Duluth, MN 
Scott Smith ................................Jordan, MN 
Terry L. Harlow ....................... Kearney,  MO 
Walter E.  Bell ...... .. ............ .. ...... Forsyth,  MT 
Dave Austin  ........ ............ ... Mooresvill e, NC 
James Russell  Mabe ......... Walnut Cove,  NC 
Ronald  L. Normark.. ................. Raleigh,  NC 
Sherill  Woods ........ .... ............... Brevard,  NC 
Mil es  H.  Dunn ................... Portsmouth, NH 
F.  S.  Gilbert.. .................... Somersworth,  NH 
James R.  Stow ........ ........ .... .... ... Surf City,  NJ 
Norman L. Rowland........ ...... Las  Vegas,  NV 
George M. Alliegro ..................... Orient,  NY 
Dennis Hitchcock ................ Maplecrest,  NY 
Ted W.  Zabinski .. ............ ....... Altamont,  NY 
jon David Brausch .... .. ...... ... Avon  Lake,  OH 
Don  Fricke ................................ Dayton, OH 
Gail  E.  Townsend...................... . Lowell,  OH 
Dwight Reynolds .. ....... Oklahoma City,  OK 
Edward  Mason  ........................ Portland, OR 
Robert  B.  Mercatoris .............. Meadville,  PA 
B. Richard  Monroe .................... Landale,  PA 
Jim  Noonan ............... Fort Washington,  PA 
Ivan  B.  Armstrong .......... ........ Anderson, SC 
Benjamin  Dubois .............. Goose Creek, SC 
David  M.  Curtis ................... Millington, TN 
Donald  H.  Litton ............ ..... Millington, TN 
Ralph  Malli coa t, Jr. ... .. ... .. ....... Lebanon, TN 
James  Bromstead ........................... Allen,  TX 
Louis  W.  Hastings .... .. .......... ...... Boerne, TX 
Jim Wilson .... .... .. ...... ............ ...... ..Allen, TX 
Owen  Eugene Yarbrough ...... .... .. Euless,  TX 
William  G.  Reinecke .................. Reston,  VA 
Bruce Troxell. ....................... Alexandria,  VA 
Ralph  K.  Williamson, Jr. ....... Edmonds,  WA 
Leigh  H. Ullman  ....... Port Washington,  WI 
VINTAGE AIRPLANE 29
Vintage Merchandise for  EAA AirVenture 
BRUSHED COTTON 
TWILL KHAKl/NA VY PRO 
......,.,....- STYLE  CAP  V00227 
$12.95 
WASHED BULL DENIM 
CAP  V00222  $12.95 
WASHED PIGMENTED 
DENIM CAP 
V00221  $12.95 
COTTON TWILL KHAKI 
GOLF-STYLE CAP 
V00223  $12.95 
Check out these items ____IIIi.
and other great VAA
Merchandise at the
VAA Red Barn!
WHITE  W/BLUE 
TWO-TONE MUG 
V00234  $4.95 
BLUE  EMBOSSED 
DENIM JACKET 
Made of 100% cotton. Vintage logo
embroidered on front wi th special
embossed logo on back.
V00241  M-XL  $65.99 
V00244 2X  $65.99 
To  Order call:  800/843-3612 
(oustide U.s. & Canada 920/426-4800) 
WAYTG
 
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Of course, if you plan to  it, 
the easiest way is stiD Poly-Ylber. 
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over time. Our reader-friendly manual is almost like
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like some coaching, try one of our hands-on workshops.
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with Poly-Fiber, plus a web site full of information.
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e-mail: [email protected]
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Fly high with a 
quality Classic interior 
Complete interior assemblies for do-it-yourself installation. 
Custom quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
INC.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
www.airtexinteriors.com
David Roberts
Greensboro, NC 
Military aviator,
1972-1988, USMC
active duty and reserves
Grand Champion Antique, 
Darlington, SC  1999 
Best Bi-Plane,
Sun-N-Fun 2000
Grand Champion
VAA Chapter 3 Fly-In
AUAis
 
approved.
Tobecomea
member of the
Vintage Aircraft
Association call
800-843-3612
"Flying  cross-country in  my WACO, using  only a 
chart and compass for navigation is  especially 
enjoyable.  I have seen  a  large portion of the 
country in  a way similar to the  aviation  pioneers. 
"One of my real  advantages over the  pioneers is 
the  peace of mind  I get from  my AUA coverage. 
AUA has provided me  competitive  rates and 
excellent service sine  1994. I have also been a 
beneficiary of AUA's excellent,  no hassle claims 
handling. They are there, when you  need them. 
"I  highly recommend AUA to  anyone involved 
in  aviation."  - David Roberts
The  best is  affordable. 
Give AUA a call  - it's  FREE! 
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
Lower liabil"ty and  hull  premiums 
Medical p  yments  included 
Fleet disco  nts  for  multiple  aircraft 
carrying all  risk  coverages 
No hand-p opping  exclusion 
No age pe  alty 
No compo  ent parts endorsements 
Discounts for claim-free  renewals 
corryi  g  all  risk  coverages 
Remember, 
We're Setter Together! 
AVIATION UNLIMITED AGENCY
VINTAGE 
AIRCRAFT 
Services Directo!y_
Enjoy the many benefi ts ofBAA and the
ASSOCIATION 
OFFICERS 
President  Vice-President 
Espie 'Sutch' Joyce  George Daubner 
P.O.  Box 35584  2448 Lough Lane 
Greensboro. NC 27425  Hartford. Wi  53027 
336/393-0344 262/673-5885
a-mail: windsock@ootcom 
e-mali: [email protected] 
Treasurer
Secretary 
Charles W. Harris
Steve Nesse 
72 15 East 46lh SI.
2009 Highland Ave. 
Tulsa. OK  74145
Albert Lea. MN 5C007 
918/622-8400
507/373-1674
[email protected] 
DIRECTORS 
Robert C.  ' Bob'  Brauer  SIeve Krag 
9345 S.  Hoyne  1002 Healher In.
Chicago.IL60620  Hartford. WI 53027 
773/779-2105 262/96b-7627
EHTlCIit: [email protected]  e-mail: [email protected] 
John Berendt  Robert D.  ' Bob'  Lumley 
7645 Echo Poinl Rd.  1265 Soulh 1241h  SI. 
Cannon Falls.  MN 55009  Srookfleld. WI  53005 
507/263-2414 414/782-2633
e-mail: 
John S.  Copeland  [email protected] 
1  A Deacon Streel 
Northborough. MA 01532  Gene Morris 
508/393-4775 5936 SIeve Court 
  Roanoke. 1)( 76262 
copeland [email protected]  817/491-9110 
e-mail: [email protected] 
Phil Coulson 
28415 Springbrook Dr.  Dean Richardson 
Lawton. MI 49065  1429 Kings  Lynn  Rd 
616/624-6490 Sloughlon. WI  53589 
608/877-8485
RagerGomoll  [email protected] 
321- 1/2 S.  Broadway #3 
Rochesler. MN 55904 
Geoff Robison 
1521  E.  MacGregor Dr. 
[email protected] 
507/288-2810
New Haven. IN 46774 
219/493-4724
e-mail: [email protected] 
7724  Shady Hill  Dr. 
Indianapolis. IN 46278  S.H. "Wes" Schmid 
317/293-4430 23f:R Lefeber Avenue 
wauwatosa. W153213 
Jeannie Hill 414/771-1545
Daie A. Guslafson 
P.O.  Box 328  [email protected] 
Harvard. IL60033 
815/943-7205
[email protected] 
BAA Vintage Aircraft Association

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800  Fax (920)  426-4873 
Web Site: http://www.eaa.organd http://www.airventllre.org  E-Mail: vi ntage @eaa.org 
EAA and Division Membership Services
800-843-3612  • ••••.• •.•••• FAX 920-426-6761 
(8:00 AM-7:00 PM  Monday-Friday CST) 
• New/renew memberships: EAA, Divi sions 
(Vintage Aircraft Associat ion, lAC, Warbirds), 
National Association of Flight Instructors 
(NAFI)
• Address changes 
• Merchandise sales 
• Gift memberships 
Programs and Activities
EAA AirVenture Fax-On-Demand Directory 
................ . .. . ......... . 732-885-6711 
Auto Fuel STCs  .. . ............ . 920-426-4843 
Build/ restore information  ...... 920-426-4821 
Chapters:  locating/organi zing .. 920-426-4876 
Education . .. . . . ...... .. . .... . . 920-426-6815 
• EAA Air Academy 
• EAA Scholarships 
• EAA Young Eagles Camps 
Flight Advisors information .... . 920-426-6522 
Flight Instructor information  ... 920-426-6801 
Flying Start Program  . . .. . . • .... 920-426-6847 
Library Services/Research  .. .... 920-426-4848 
Medical Questions ............. 920-426-4821 
Technical Counselors  ....•..... 920-426-4821 
Young Eagles  ....... .. . .... .... 920-426-4831 
Benefits
Aircraft Financing (Textron)  . .. .. 800-851-1367 
AVA ............ . ..... . ..... .. 800-727-3823 
AVEMCO  ...... . . ... ...... ... . 800-638-8440 
Term Life and Accidental  .. .... . 800-241-6103 
Death Insurance (Harvey Watt & Company) 
Editorial
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MEMBERSHIP INFORMATION
available for $50  per year (SPORT AVIATION mag-
Membership in the  Experimental Aircraft AsSOCiation, 
EAA 
azine  not  included) .  (Add  $ 10  for  Fo reign 
Postage.) 
AVIATION. Family membership is available for an addi-
tional $10 annually.  Junior Membership (under 19 
WARBIRDS 
years of age) is available at  $23 annually. All  major 
Inc. is $40 for one year,  including  12 issues of SPORT 
Current EM members may join the  EM Warbirds of 
America Division and  receive WARBIRDS  magazine 
Foreign Postage.) 
credit cards accepted for membership. (Add $16 for 
for an  additional $35 per year. 
EM Membership, WARBIRDS  magazine and  one 
year  membership  in  the  Warbirds  Division
VINTAGE AIRCRAFT ASSOCIATION 
is avai lable for $45 per year (SPORT AVIATION 
Current EM members may join the Vintage Aircraft 
magazine not included) . (Add $7 for  Foreign
Associaton and receive  VINTAGE AIRPLANE maga-
Postage.) 
zine for an additional $27  per year. 
EM Membership, VINTAGE AIRPLANE mag-azine 
EAA EXPERIMENTER
and  one year membership  in the EM Vintage Air-
Current  EAA  members  may  receive  EAA
craft Association  is available for $37  per year 
EXPERIMENTER  magazine for an  additional $20 
(SPORT AVIATION magazine not included). (Add 
per year.
$7 for Foreign Postage.) 
EM Membership and  EM EXPERIMENTER  mag-
azine  is  available  for  $30  per  year  (SPORT 
lAC  AVIATION magazine not inciuded).(Add $8 for For-
Current EM members may join the International  eign Postage.) 
Aerobatic Club,  Inc. Division and  receive SPORT 
AEROBATICS magazine for an  addit ional $40  FOREIGN  MEMBERSHIPS 
per year.  Please submit your remittance with a check or 
EM Membership, SPORT AEROBATICS magazine  draft drawn on  a United States bank payable in 
and  one year membership in the lAC  Division  is  United  States  dollars.  Add  required  Foreign 
Postage amount for each  membership. 
DIRECTORS 
EMERITUS 
Gene Chase  E.E. ' Buck'  Hilbert 
2159 Carllon Rd.  P.O.  Box 424 
Oshkosh. WI  54904 
Union.IL60180 
815/923-4591 
e-mail: [email protected]
920/231 -5002
ADVISORS 
David Bennett  Alan Shacklelon 
11741  Wolf Rd.  P.O.  Box 656 
Grass Valley. CA 95949  Sugar Grove. IL60554-0656 
530/268-1585 630/466-4193
[email protected]  [email protected] 
Membershi p dues to EAA and it s  divisi ons are not tax deductible as charitable contributions. 
Copyrighl  ©2000 by Ihe EM Vinlage Aircraft Associalion 
All righls reserved. 
VINTAGE  AIRPLANE  (ISSN  0091-6943)IPM  1482602  is  published  and  owned  exclusively  by  Ihe  EM Vintage  Aircraft  Associalion  of  Ihe  Experimenlal  Aircraft  Associalion  and  is  published  monthly  al  EM Avialion  Cenler.  31lOO 
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  EAA Antique/Classic  Division,  Inc., 
PO.  Box  3086,  Oshkosh.  WI  54903-3088.  FOREIGN  AND  APO  ADDRESSES  - Please  allow  al  leasl  Iwo monlhs  lor delivery  of VINTAGE AIRPLANE  10  foreign  and  APO  addresses  via  surlace  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 laken. EDITORIAL POLICY: Readers  are  encouraged 10 submil slories and pholographs.  Policy opinions expressed  in  articles are  solely Ihose 01 Ihe aulhors.  for accuracy in  reporting resls  entirely  wilh Ihe conlribulor.  No 
renumeralion is made.Maleriai shookJ  be senl 10:  Ednor. VINTAGE AIRPlANE, ·PO.  Box 3088, Oshkosh. WI  54903-3088.  PI10ne 920/426-4800. 
The  words  EM, ULTRALIGHT,  FLY  WITH  THE  FIRST TEAM, SPORT  AVIATION, FOR  THE  LOVE  OF  FLYING  and  Ihe logos 01  EM, EM INTERNATIONAL  CONVENTION, EM VI NTAGE AIRCRAFT ASSOCIATION, INTERNA-
TIONAL  AEROBATIC  CLUB, WARBIRDS  OF  AMERICA  are ® regislered  Irademarks.  THE  EM SKY  SHOPPE  and  logos of  Ihe EM AVIATION  FOUNDATION. EM ULTRALIGHT CONVENTION and  EM AirYenlure  are Irade-
marks of the above associatioos and  their use by any person other than  the  above association  is strictly prohibited. 
32 JULY  2000
race tJacks, in qneering labs and design studios, we're
pushing the limits MfY day ... advandng automotive technologies.
Experience our ideas at the Ford Motor Company exhibits,
EM AirVenture Oshkosh, J u ~ 26 to   u ~ 1.
/lhVVENTUHE
o S H K 0 S H • ZIUUI
~
VOLVO Mercuryfn I   ~ ~