No o N It ILl III ~ ILl o> z

I ~_ « VOL. 30, Noo 11 NOVEMBER 2002

STRAIGHT & LEVELIButch Joyce

2 VAA NEWS /HoG. Frautschy

4 JOHN MILLER 2002 VAA HALL OF FAME INDUCTEE

7 JOHN MILLER RECALLS . 0 0 TESTING THE J2F-6 AMPHIBIAN/John M iller

10 TYPE CLUB NOTES ENGINE FAILURE!lJeff Wimmer

12 WHAT THE HECK DOES TSO MEAN? AND WHY IT'S IMPORTANT FOR AIRCRAFT OWNERS!/ Doc Mosher

13 CHROME CUB: A DIFFERENT APPROACH JIM THOMAS' PA-l21Budd Davisson

18 THE 46TH ANNUAL TULSA REGIONAL FLY-IN, PERHAPS THE BEST EVER! A PERFECT FLY-IN WITH PERFECT WEATHER/Charles W. Harris

21 MYSTERY PLANE

22 PASS IT TO BUCK/Buck Hilbert

27 NEW MEMBERS

28 CLASSIFIED ADS

30 VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publisher TOM POBEREZNY Edltor.ln-Cllle( scon SPANGLER FRONT COVER: It has familiar lines, but most of us were hard pressed to quickly identify this "Chrome Cub " as a Piper PA-14. The Met-Co-Aire conversion is Executive Director, Editor HENRY G. FRAUTSCHY owned and flown by Jim Thomas. Read all about it starting on page 13. EAA VAA Administrative Assistant THERESA BOOKS photo by Lee Ann Abrams , shot with a Canon EOSln equipped with an 80-200 Executive Editor MIKE DIFRISCO mm lens on 100 ASA slide film . EM Cessna 210 flown by Bruce Moore. Contributing Editors JOHN UNDERWOOD BUDD DAVISSON BACK COVER: Kendra Spak of Poplar Grove, Ill inois lives in the airpark adjoining Graplllc Designer OLI VIA L. PHILLIP the airfield, and as a new pilot, she's been inspired by the pioneering flights of PllOtograpl.y Staff JIM KOEPNICK Amelia Earhart. Her pencil tribute to Earhart earned an Excellence ribbon from LEEANN ABRAMS the jury of the 2002 EAA Aviation Foundation's Sport Aviation Art Competition. AdvertislllglEdltorlai Assistant ISABELLE WISKE See the VAA News starting on page 2 for more information on entering the 2003 edition of the competition. STRA GHT Be LEVEL BY ESP IE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION Enjoying life

Every fall a number of folks will buddies, fly out and find a $100 hot pipe up and complain about the dog, and enjoy frittering away the cool air. They know what's coming, rest of the time. At the end of a long but don't like the idea of fall turning week, everyone needs some reward to winter. Since there isn't a lot one time. Having an understanding wife can do about weather, I tell them it who also enjoys the same company happens every year, just like each you do is helpful; my thanks to got coverage of the Tulsa fly-in start­ week has a Monday. Norma for being so supportive and ing on page 10. VAA Chapter 3 has a Thinking of Monday reminds me understanding of my love of aviation. weekend fly-in at Darlington, South of a lesson in life I learned one day a Shortly before you read this, we Carolina, and that fly-in had more few years ago when I had a business will have inducted John M. Miller than 180 aircraft on Saturday, Octo­ cleaning and painting water tanks. ber 5. A number of type clubs also Every Monday morning, like clock­ . ..aviation's hold their fly-in conventions in the work, a fellow who worked for me fall, including the Beech Party at Tul­ would walk into my office and ask certainly been lahoma, Tennessee, and the Midwest that I lend him $50 to use while he Stinson Reunion in Watertown, Wis­ was out of town for the week. This good to John, consin. We're thankful that they've went on for a while. This guy was a he's given back been safe, pleasurable events. pretty good employee, but this pe­ It's great to attend one of these lo­ culiar quirk in his finances finally to it many cal fly-ins to look at the great got the better of me, and I had to airplanes your fellow members have ask him about it. times over... restored . It is also great to see the The next Monday, right on sched­ friends that you have met over the ule, he wa lked in. After he asked for into the Vintage Aircraft Association years. What's more enjoyable than his usual $50 loan, I quizzed him: Hall of Fame. John's career in avia­ to just sit under a wing and visit for "Since you just got paid on Friday, tion spans most of the last century, a while? For those friends you may what did you do with all that money and while aviation's certainly been only see once or twice a year, it's a that would cause you to be broke by good to John, he's given back to it rewarding time. Monday morning?" many times over, in both his writings We are in the midst of a recruit­ "Well, lowed you fifty dollars, and h is activities. I'm sure that you, ment campaign via mail. We've sent and then I gambled some of it away, like me, have really enjoyed John's ar­ invitations to EAA members who are drank some of it up in booze, spent ticles we've published over the past not yet members of our association, some on girlfriends, and I guess I year, and those of you who are Amer­ but who own aircraft that fall within just 'threw' the rest of it away" was ican Bonanza Society members have our judging categories. We've also his reply. been fortunate to read of John's avia­ sent membership invitations to Not wanting to be judgmental tion experiences for many years. He's those who own airplanes built prior (after all, he did repay me first!), I a real gem, and we'll continue to pub­ to 1967 and who are not yet gave him the $50 and sent him on lish his stories of today and yesterday EAA/VAA members. The early re­ his way. Obviously he enjoyed his here in Vintage Airplane. sponse rate is encouraging, but we weekends in his own way, and at The fall is a great time to have a can always use your help. Ask a that point in his life, that's what he fly-in! A number of our VAA Chapters friend to become a Vintage Airplane wanted to do! To differing extents, have their annual event in the cool Association member and have fun that's what we all want; to enjoy our air. One of those fly-ins is VAA Chap­ with us. Let's all pull in the same di­ lives and "do what we want to do." ter 10's get-together at Tulsa, rection for the good of aviation. Me, too. Like so many of you, I Oklahoma. It was reported that on Remember we are better together. want to spend some time at the air­ Saturday the fly-in had more than Join us and have it all! port where I can fly a bit, talk to my 300 aircraft attend the event. We've -Butch ....".

VINTAGE AIRPLANE VAA NEWS EAA ANNOUN C ES " COUNTDOWN T O KITTY HAWK" WRITING CONTEST

As part of Countdown to Kitty Hawk, EAA is conducting a writing contest for journalists with the best newspa­ per/website or magazi ne articles written about the advent of powered flight, its centennial celebration, and how it has affected the world. The contest is open to general and aviation journalists and writers whose articles are published from December 1, 2002 through June 1, 2003. Prizes will be awarded to the top three stories EAA, FAA ADDRESS VINTAGE AIRCRAFT ISSUES in "Newspaper/Web" and "Magazine" A high-level EAA-FAA task force is working to further identify and rem­ categories, with $1,000 for first, $500 edy issues unique to vintage aircraft such as the unavailability of for second, and $250 for third. Win­ maintenance data and approved parts. When maintaining type-certifi­ ners will also receive commemorative cated aircraft, owners are required by FAA regulations to use approved "Countdown to Kitty Hawk" trophies. data (generally the manufacturer's original engineering data), acceptable An additional $1,000 will be awarded data that can be approved, and approved parts. to the story that judges feel was the For many older aircraft the parts are not available, requiring their fabri­ overall best of those submitted. cation or substitution, but the data required to do this is often unavailable. Entries may be in original or copied Therefore, owners are forced to choose between not doing the work and form, but must include the name and completing the repair/modification without approved data. date of the publication in which they aj}­ EAA Washington Office Director Doug Macnair has given FAA Flight peared. Entries will be judged by a Standards Director Jim Ballough a range of options to remedy this panel, which includes journalism pro­ dilemma. They include examining Transport Canada's Owner Mainte­ fessors from Wright State University, nance Category regulations; developing a repairman certificate for University of Dayton, and University of vintage aircraft; or devising alternative data requirements specifically in­ North Carolina, plus a designated tended for older recreational aircraft. member of the EAA and Flying maga­ The FAA has original engineering data, but it cannot release it without zine editorial staffs (staff members of the permission of the type certificate holder, and certificate holders often these organizations are not eligible). will not authorize its release because they deem it proprietary informa­ Winners will be published in the No­ tion or want to avoid incurring further liability. With vintage aircraft the vember 2003 fAA Sport Aviation and FAA often cannot locate certificate holders. December 2003 Flying magazines. En­ Over the years EAA, type clubs, and the FAA Aircraft Certification Ser­ tries should be sent to: Roger Jaynes, vice have tried to develop legal means to release this proprietary data. Vice President-Corporate Communica­ They have achieved limited success, but the process is time consuming tions, EAA Aviation Center, P.O. Box and the outcome unpredictable. EAA's call for new airworthiness regula­ 3086, Oshkosh, WI, 54903-3086. All tions is designed to provide relief for vintage aircraft owners, and it entries must be postmarked no later anticipates work on these issues can begin before the end of the year. than June 4, 2003.

NEW PMA' o J-3 FUEL VALVE Univair Aircraft Corporation has announced they are now producing a new PMA'd fuel valve for the Piper J-3 Cub. According to Univair, there has been no new production of an FAA-ap­ proved valve for the J-3 for a number of years. This new valve includes a steel handle for use with the original push-pull shutoff control. The new valve is an improvement over the original brass valve, with a stainless steel ball seated in an inert composite seat. The improved design eliminates the stiff, hard operation so common with worn out originals, as well as the leaky shafts the original design was prone to experience. The new J-3 fuel valve sells for $98.50. Contact Univair at www.univair.com or 888-433-5433.

2 NOVEMBER 2002 PAUL POBEREZNY CALENDAR OF EVENTS TO RECEIVE In the ever-evolVing ways we can communicate, NAA WRIGHT we've created a very easy way for you to submit calen­ MEMORIAL AWARD dar of events items to EAA via the Internet. When Experimental Aircraft Associ­ your chapter, type dub, or local group has a fly-in you ation Founder and Chairman want listed in EAA's online Calendar of Events and in Paul Poberezny will receive one the pages of Vintage Airplane, log on to of the National Aeronautic Asso­ www.eaa.org/events/events.asp. Fill in each section (be ciation's (NAA) most prestigious sure to select Vintage under the Division pull-down awards-the Wright Brothers menu). Your event will be submitted for posting on Memorial Trophy-at the an­ the website, as well as being added to the calendar nual NAA Wright Memorial Dinner in Washington, that is published monthly in the magazine. It's much D.C., on December 13. easier than sending a fax or a letter, and your event Poberezny founded the association in 1953 with a will be listed almost instantly on EAA's website. For a handful of fellow pilots and enthusiasts. EAA has since couple of months, it will take a bit longer for the item become the world's premier organization for fostering to be posted on the Vintage site. While you can still interest in the design, construction, maintenance, and submit an event via mail or fax, the web-based method use of experimental-homebuilt and sport aircraft. is now the preferred way to get your event the expo­ NAA President Donald Koranda called Poberezny's se­ sure you want. We'll continue to refine the lection in flight's centennial year especially fitting. "The presentation of the events on the web. For now, all Wright brothers were the very first builders of a success­ events are posted in one calendar, but in the future we ful homebuilt airplane, and the sense of pride, joy, and will be able to sort events by type. Let us know what accomplishment they must have felt as their aircraft you think of the new system, and start planning for a took flight is a feeling particularly well known to EAA great fly-in season in 2003. members," Koranda said. "Paul's selection for this award FLY- IN CALENDAR is even more fitting when you consider that EAA is cele­ brating 50 years of service to the homebuilt and sport aviation communities, much of it the direct result of Paul's early vision, leadership, conviction, and passion for aviation." The award is presented annually to a living individual for significant public service of enduring value to avia­ tion in the United States. Some of its past reCipients include Neil A. Armstrong (2001); Igor 1. Sikorsky The following list ofcoming events is furnished to our readers (1967); and Charles A. Lindbergh (1949). as a matter ofinformation only and does not constitute approval, For additional information on the Wright Memorial sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. To submit an event, please Dinner, which will be hosted by the Aero Club of Wash­ log on to www.eaa.org/events/events.asp. Only if Internet ac­ ington, contact Nancy Hackett at 703-327-7082 or visit cess is unavailable should you send the information via www.aeroclub.org. mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to EAA SPORTAIR WORKSHOPS the event date. TEACH TIG WELDING IN 2003 NOVEMBER 23-Fort Pierce, FL-EAA Ch. 908 Fly-In EAA and Lincoln Electric are teaming up in 2003 to teach Pancake Breakfast, Ft. Pierce Int'I Airport. Info: 772-464­ 0538 or 772-461-7175. TIG welding to EAA members. If you're considering welding DECEMBER 21-Fort Pierce, FL-EAA Ch. 908 Fly-In your own fuselage or simply want to learn a new skill, this Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464­ workshop will teach you the fundamentals of TIG welding 4130 0538 or 772-461-7175. chromoly tubing and aluminum, and safety. Experts from lin­ JANUARY 17-19, 2003-East Lansing, Ml-Great Lakes Avia­ tion Conference. Michigan State U. Kellogg Hotel and coln Electric will teach the course, which provides all materials Conference Center. Speakers include Capt. AI Haynes; Paul at Alexander Technical Center's state-of-the-art welding facil­ Bowen, aviation photographer; Brian Finnegan, Pres. ity in Griffin, Georgia, south of Atlanta. PAMA; Bill O'Brien, FAA. See www.greatlakesaviationconfer­ Tuition for EAA members is $349, and class sizes are lim­ ence.com for more info, or call 734-973-0106. ited to 12 students . In 2003 the classes will be held on FEBRUARY 27-MARCH I-Missoula, MT-Montana Avia­ tion Conference, Holiday Inn, Parkside. Workshops, February 21-23, March 21-23, May 16-18, June 27-29, Sep­ seminars, nationally recognized speakers, trade show. Info: tember 5-7, and November 7-9. For more information or to Montana Aeronautics Division, P.O. Box 5178, Helena, MT enroll, visit the EAA SportAir website at www.sportair.com or 59604-5178. Phone 406-444-2506 or fax, 406-444-2519, e­ call 800-967-5746. mail [email protected].

VINTAGE AIRPLANE 3 -By 1923, 18-year-old Johnny Miller assisted a barnstorming h In 1930 he was commissioned as a transport pilot in the f pilot who later gave Miller his first airplane, a decrepit Cur­ ~ Marine Corps Reserve, and he qualified as Naval Aviator tiss Jenny destined for the scrap heap. He rebuilt the Jenny No. 4821. and learned to fly it, often referring to World War I pilot Hora­ tio Barber's book Aerobatics. After soloing on his 18th In 1931, he was the first person to buy the revolutionary birthday, he sold the Jenny and headed off to college at the 5 Pitcairn autogiro, the PCA-2. With it he became the first to Pratt Institute for Mechanical Engineering, graduating in fly a rotary-wing aircraft across the United States, from June 1927. The month before, he'd skipped school one May 14 through May 28, 1931. morning to watch Charles Lindbergh take off from Roosevelt Field on his way to Paris via the North Atlantic. He was actively involved in autogiro flight, including the 6 test flying of the first wingless autogiro, the Kellett KD-1B, " With new regulations coming into effect in 1928, pilots and the Army's YG-1B, shown here with Miller on January 0(, and mechanics were being certificated by the Department 20,1938. of Commerce. Johnny took the mechanic's exam and was issued Aircraft and Engine Certificate No. 2906. Working HiS deep involvement in rotary-wing flight continued during as a mechanic for the Gates Flying Service, he also rebuilt 7 the 1930s, including the first true aerobatic demonstra­ and flew a variety of aircraft, including this J-1 Standard, tions flown during the 1933 National Air Races. John 's which still exists. interest culminated in 1939, when he convinced Eastern Airlines (EAL) management to take over operation of the 3 1932. Miller also flew the New Standard D-25 , barnstorm­ scheduled airmail flights originating from the roof of the ing it successfully and profitably. This one is serial number Philadelphia Post Office. Ten times each day a trip was 2 D-25, converted from a D-24 by replacing the Hispano flown by John or his backup pilot, John Lukens. engine with a 225-hp Wright J-5.

4 NOVEMBER 2002 VINTAGE AIRPLANE 5 8

13

EAL President Eddie Rickenbacker (center) helps load the first '.1 John continued to fly for EAL until 1963, when he retired with 8 bag of airmail on July 6, 1939. The other two gentlemen pic­ 1I 22 ,000 hours in his logbook at age 58. He flew the airline's tured on the left are most likely Postmaster General W.W. evolving inventory, from the DC-2 through the Lockheed Con­ Howes and Philadelphia Postmaster Joseph F. Gallagher. Over stellation and Electra, ending with the jet-age Douglas DC-8. the course of a year, more than 2,500 flights were made safely from the downtown location, the first scheduled operations of It's a bit big, but he still fits in his Eastern Airlines uniform! an aircraft from a rooftop base and the first scheduled rotary­ 12 wing aircraft operation. .1-3 He's enjoyed personal aircraft as well, flying his own Taylorcraft, Demonstrations of the autogiro airmail were made at the New I~ Stinson, and a few Beech Bonanzas. He flew a Beech Baron for 9 York World's Fair in 1939. Here's John accepting a letter from more than 30 years. He owns and flies the Beechcraft Bonanza New York Mayor Fiorello LaGuardia . shown here, is still fully qualified as a flight instructor, and maintains his IFR currency. He continues to make annual trips "''0 While flying for the EAL, during World War II he was the chief en­ to California to visit his grandchildren and great-grandchildren. II gineering test pilot for Columbia Aircraft Corp., testing amphibians being built for the U.S. Navy. He flew Grumman J2F­ 6s and an entirely new amphibian, the XJL-1 monoplane. The war ended before a production contract was issued. Both proto­ types still exist, one at the Pima Air museum .

6 NOVEMBER 2002 John Miller Recalls ...

Testing

the J2F-6 Amphibian JOHN M. MILLER

h en the United States them here. We want you to be our part of the water hull. The two got into World War II, test pilot. We are just about ready cockpits were in tandem, with a I was already a captain for the test of the first plane. sliding canopy. It was a modifica­ Wfor Eastern Air Lines, Come to the field./I So, in spite of tion of a former Grumman land based at La Guardia Field in New EAL's regulation against any out­ plane with retractable landing gear York City, the main air terminal at side professional flying, I accepted folding into the sides of the fuse­ that time. I was flying DC-3s, the the offer. If EAL objected, I just lage. The well-known Grover airplane used by major airlines all didn't care. EAL needed me, and Loening, who had been the engi­ over the world, the biggest and the factory needed me, too. I neer for the Wright brothers on best airplane of its day. Even to­ could work alternately two days their famous Model B, was the day, more than six-and-a-half for each company. It was difficult originator of that unique configu­ decades after its birth, it is an ex­ then to find pilots with engineer­ ration . By coincidence I had cellent airplane, far older than its ing training who were qualified become acquainted with him be­ present-day pilots. I am proud to for such test flying. I loved to test fore WWII when he was have been a part of its history, fly; it was my recreation between developing his similar OL-8 am­ with close to a million miles (about rough, long night airline flights. phibians, built for the military 5,000 hours) flown in it. EAL learned about it but never ob­ with inverted Liberty 420-hp en­ My flying schedule was two days jected. It was wartime. gines and double-bay wings from on and two off. During the war, The amphibians were the Grum­ the British-designed WWI DH-4. with men actually fighting, I was man J2F-6, a modification of the My test flying included stability not willing to loaf on those two earlier Grumman J2F-5 by installa­ tests, stalls, spins, and dives. They days, which totaled 150 per year. tion of a much more powerful were all necessary because of the So, in my basement, I made small engine, from 700 hp to 1,050 hp. change in weight, center of grav­ parts on my lathe for an airplane The heavier and more powerful en­ ity, and the extra power and factory nearby, the Columbia Air­ gine made it necessary to run speed. The most hazardous were craft Corp. of Valley Stream, Long engineering tests on the plane in the water tests. Any change in the Island. It was getting ready to the air, as well as static tests on the center of gravity (both fore and produce Grumman-designed am­ ground, and especially in the wa­ aft and vertically), the extra phibians. The Navy needed them ter. This was a job cut out for me. thrust, etc. could Change air/water urgently for air/sea rescue. The plane was a single-bay bi­ flying characteristics noticeably One day when I was talking to plane with fabric-covered wings, a and dangerously. the manager of the factory about central water hull blended into an The water tests reqUired by the producing the parts, he said, "For­ overhead land plane fuselage, and Navy included landing and taking get the parts. We need you more wingtip floats. The engine, with off three times in 3-foot waves. than the parts. We can finish tractor propeller, was over the front That may not seem like much, but

VINTAGE AIRPLANE 7 those huge trans-Atlantic four-en­ If at all possible, we avoided airplane off the water. I could only gine flying boats were limited to saltwater because afterward we had surmise that we must have hit some only 1-1/2 foot waves. The little to decontaminate the whole air­ floating object that had torn a large single-engine amphibian was more plane to prevent later corrosion of hole in the aluminum hull. scared of those high waves (the the aluminum. On such winter I assumed that the water would highest of the year) than I was. The tests for each airplane I would usu­ pour out after I finally got back in tests were held on a winter day with ally go up the Hudson River to the air. I had great difficulty flying the temperature only about 15°F Newburgh, where the sa ltwater the overloaded plane, which now and the water temperature down ended and the freshwater began. I had a shifting center of gravity. I close to 28°F. The seawater of Long would try to find an area with an tried to climb a little. The water did Island Sound was partly frozen over, iceberg-clear area between the ice not drain out, and I staggered all a unique sight indeed. The Navy and the saltwater. One day I found the way back to our factory field, provided two fast rescue boats to that area covered by scattered the Valley Stream, Long Island, air­ rescue me in case I foundered . It chunks of ice and picked an area port. On nosing down to land I had was really wild, hitting those waves clear enough for the test. The land­ difficulty keeping the airplane from in landings and takeoffs. The water ing speed of the airplane was more diving when the water shifted for­ spray was so heavy when the hull than 60 mph. ward, but I managed a safe landing. plunged through them that I saw Two full drums of water, some green water coming out of the cowl­ . . . the takeoff 700 or more pounds, were drained ing behind the air-cooled engine. from the hull. We discovered that The seawater instantly froze all over was far from someone had failed to install a large the hull, tail, and the lower wings, rubber seal in the V-shaped circular making it impossible to take off immediate. camera hatch in the bottom of the again after each landing in the wa­ hull. The high-pressure impact of ter. I had to taxi up on the ramp at I had to charge the water on the bottom caused a the Navy base at Floyd Bennett very high rate of flow inward, but Field to have the ice washed off be­ through the field the weight of the water, once in the fore the next takeoff. The g forces of floating air, kept the hatch closed tightly. A on the hull were very severe, but lot of water must have leaked out, examination afterward showed no icebergs with but I still had a very heavy, unbal­ damage or "washboarding" of the anced overload. We suspected that bottom. The J2F was a tough flying whatever zigzags the failure to install the seal might boat. Each time I taxied in I thought have been sabotage, for we had a about the next hop, which might I could coax out few cases before and after that inci­ easily be my last. A Navy SOC sea­ dent. Some people approved of plane foundered between two of of the airplane. what Hitler was doing. my flights, and the pilot was dead On another flight I had an un­ from the cold water by the time the After alighting, the inspector usual adventure. Each plane had to rescue boats pulled him out. Navy started yelling frantically to get off be flown to 16,000 feet altitude, inspectors have some kind of opti­ the water because a tremendous and the two-speed gear drives of cal instruments to measure the fountain of water was drenching the superchargers had to be tested height of the waves, and an inspec­ him, even though his seat was 10 by shifting three times. On one tor told me that one of the waves feet above the bottom of the hull. tlight the supercharger gears failed, was 4 feet when I hit it in landing, In the front seat, unaware of the and I had to make a power-off land­ and several were more than 3 feet. water, I quickly took his advice and ing. Another test at that altitude The Navy inspector did not opened the throttle to take off im­ was up through a solid overcast choose to go with me on those mediately. However, the takeoff was from about 1,000 feet to 10,000 flights. However, he went with me far from immediate. I had to charge feet. At 16,000 I had to test the fuel on the milder tests of each am­ through the field of floating ice­ flow from each tank for about 3-4 phibian. When testing the hulls bergs with whatever zigzags I could minutes each. When I shifted to for leaks, he got down in the hull coax out of the airplane. one of the tanks the engine quit to look for leaks and mark them. The airplane was getting so heavy cold. Shifting to other tanks and On such flights we would select from water in the hull that the take­ pumping the wobble pump franti­ freshwater, which sometimes was off run was more than 2 miles and cally still left me in silence. I was hard to find in the wintertime due extended southward into the salty faced with making a dead-engine to freezing. area before I could coax the sodden instrument approach to NAS (naval S NOVEMBER 2002 air station) Floyd Bennett Field with ever, as the heat of the sun dimin­ switch. It started instantly! I taxied a ceiling of about 1,000 and visibil­ ished and the water and ground fully a mile out on the lake in the ity of 1/2 mile in fog. stayed warm, convection currents deepening dusk looking for Ted 's The amphibian glided at a very began. head in the water. He was older steep angle, so I had to make the I felt a sudden strong breeze on than I, and I was worried about two procedure turns necessary on the back of my wet hair. Ripples whether he would have been able that very unusual approach proce­ started on the water, and I turned to stay afloat. By good luck I spot­ dure with a very rapid loss of to look at the plane. It was floating ted his head and taxied alongside altitude. I made the second turn out rapidly away from us, pointing for­ of him. He was able to reach up over the ocean and reached the air­ ward with the wind. I quickly struck and hang on to the doorSill, but he port before getting back to the out swimming to catch it, telling was too weak to lift himself up loop-type low fr ~.quency A-N radio Ted, the inspector, to stay put, and I onto it. With the engine idling I range station. If I overshot or under­ would come back to get him. I can climbed down to the door and shot the field, I should have water. I swim, but I was not an athlete. I helped him inside. He said that he broke out and could barely see what swam as fast as I could with every could not have stayed afloat longer. appeared to be a runway. I heard the bit of strength I had, but I thought I He got his clothes on while I took tower call for all aircraft on the taxi­ would never catch the plane, which off, still bare, in a hurry because it way to pull off into the grass quickly, was gaining speed. was getting dark and the factory so I realized that the operator saw I really thought it was going to be crew would send up an alarm for me approaching the taxiway, franti­ my end by drowning. Finally, I us. When I got enough altitude I cally cranking the manual landing reached the rudder and grabbed it called the factory control tower. Af­ gear down. I was rather busy. He al­ with my wet fingers, only just man­ ter landing I got my clothes on, ready knew that I was making the aging to hold on while I waited for much to the amusement of the unusual deadstick approach. I my heart to slow down. After a long ground crew. We had adventurous landed on the taxiway and was wait my heart slowed about halfway. explaining to do. If I had not towed in to the Navy hangar. It was I decided to start swimming along­ caught the airplane, I almost cer­ found that the tank was filled with side the hull faster than the plane tainly would have drowned out in water (more sabotage?). The enor­ was moving through the water to the middle of the lake, as would mous and complicated carburetor get about halfway forward where have Ted. The airplane would have system had to be disassembled and there was an open door about 24 gone on until it ran ashore, with cleaned, plus the tank and fuel lines. inches above the waterline. our clothes inside. The airplane was in the shop a week. It took another tremendous ef­ I had other adventures while One beautifuC warm autumn af­ fort to get forward to the door, and testing those amphibians and also ternoon the inspector and I flew to I was afraid that I would not have a newer, larger, and much more Candlewood Lake in western Con­ strength enough left to reach up modern amphibian, the XJL. The necticut for a hull leak test. The and grab the sill. I knew that if I J2Fs were a very important un­ lake's 50-mile shoreline was lined missed it there was nothing else to armed airplane during the war. I with summer cottages and docks. which I could hold to catch my have talked to marine sailors and At this late time of the year the kids breath again and get my heart flight crewmembers who had been were in schooe so the cottages were slowed down enough to lift myself rescued by them, mostly out in the closed for the winter. The water was up into the open door. I made one Pacific, and they just worshipped mirror smooth without a breath of desperate lunge and caught my fin­ the J2F after they were pulled up breeze. We set down on the water gers on the sill and hung on there into that same little door. The hull right in the middle of the lake and for two or three minutes before I had four folding litters on the in­ decided to shut the engine down had the strength to barely lift my­ side walls, and some of the men and take a swim. The battery for self up through the door. There rescued were so exhausted that starting the engine was not much were no handholds! they needed the litters. In some larger than a motorcycle battery When I got inside, I realized that cases, so many men were crowded and was guaranteed for only one the sun had set long ago; it was into the plane that it could not start of the big engine. We stripped dusk, and I had to get the engine take off and had to taxi to a ship to and dived overboard. The water was started and taxi back to find Ted unload. I'm glad that I had a small still warm, and we were swimming Alexander in the dim light. I part in their production. After my and treading water while talking climbed up into the cockpit, still experience, I had ordinary screen and enjoying ourselves. The sun bare and wet. door handles installed at those was getting ready to set. The air was I had to get that engine started. I doors. From my perspective, they calm, and the water glassy. How­ primed it carefully and turned the were a major improvement! ......

VINTAGE AIRPLANE 9 LUB NOTES

ENGINE FAILURE! JEFF WIMMER

My NOT-So-ExCELLENT ADVENTURE doing a few touch-and-goes before hard to the right to line up. I re­ It was a spectacular Friday morn­ heading home. member worrying whether I could ing, and I was enjoying one of my I had just completed my third complete the turn and level the customary early morning flights. landing at IBI and was taking off wings before the right wingtip con­ My favorite flying time is early in to do one more before returning. I tacted the runway. Once I completed the day, when the air is cool and was climbing out with full power, the turn, I lined up and then exe­ still and I have the skies to myself. I and the landing gear was not re­ cuted a pretty decent landing and generally try to get into the air by tracted (to save on wear and tear coasted off on the first turn-off to 6:45 a.m., fly for an hour to an hour when doing the touch-and-goes). I the right that I came to with a few and a half, and get back in time to was not sure exactly how high I hundred feet of runway to spare. I get showered and go to work. This had gotten, somewhere between think that I used flaps once I was was one of those perfect flying 400 and 800 feet AGL, when I sud­ lined up, but I couldn't swear to it. days-visibility as far as the eye can denly heard and felt two successive All I do know was that once I was on see, temperatures in the low to mid loud bangs, followed by the aircraft the ground, I shut off the fuel, igni­ 60s, no wind, nobody else in the shaking and the smell of something tion, and master as quickly as air, just absolutely perfect. burning. I immediately and instinc­ possible, and probably set a record My Swift is (more or less) what tively banked hard to the left, as I for getting out of the plane. Next one would call a Super Swift-the pulled back a bit on the power. That thing I knew, I was standing on the engine is an 10-360 with 121 hours decreased the shaking, and I exe­ taxiway next to it, watching it drip­ on it, with most systems new or cuted about a 220- to 240-degree ping oil and waiting for the flames, overhauled including the electrical turn back to the airport. Besides which thankfully never came. and hydraulics, sticks, a new making it back to the airport before After taking a few deep breaths, I canopy, nice panel, and new inte­ I ran out of altitude, my main con­ began walking the half-mile to the rior. It's just waiting for paint, but cern was that I smelled something office, and after a few minutes, that's another story. burning and needed to get back on along came a white van that pulled My usual flying routine is to do the ground and out of the aircraft up next to me. It was the FBO man­ some air work, then go to an air­ as quickly as possible! ager, who first asked if I was okay port 40 or 50 miles away, do a few It seemed, at the time, that I still and then complimented me on my landings, and then return home. had some power, so I wanted to con­ flying and safe return. He told me I'm based at Sky Acres Airport in serve what I had and not feed any that he had been watching me do­ Millbrook, New York, and had potential fire more than necessary. I ing my touch-and-goes, heard the flown up to Columbia County Air­ completed the turn to the left and bangs, and then watched as I was port (lBl) in Hudson, New York, was now coming up on a (more or coming back. He drove me to the which has a nice long, wide run­ less) 45-degree approach to the FBO where he arranged for a couple way (5,350 by 100). Perfect for downwind runway... so I banked of guys to help tow the airplane

10 NOVEMBER 2002 back to a tiedown. It was interest­ the maneuver that one is trained to 850 hours without ever experienc­ ing to watch them try to figure out perform after a towrope break when ing something like this, I have to how to hook a tug to a Swift with a flying a glider. And, it was good admit that I did not devote a great tailwheel. I had them wrap a that I fly the airplane a lot and am deal of attention to anticipating webbed strap around the tail. We familiar with its characteristics. Had problems, and I had not given a lot towed it to a tiedown, dripping oil I not kept up my speed in the pat­ of thought to the possible off-airport all the way. After first calling my tern, and set up properly for the landing sites. You can bet that I will mechanic, I removed the cowling landing.. . well, let's not speculate. be paying much more attention to to see what had broken. The cylin­ Especially when you consider that potential landing sites around any der head on the middle cylinder on the Swift glides pretty much like a airport I'm at, whenever I fly in the the left-hand (pilot's) side had com­ brick and has no stall warning (1946 future! Unfortunately, it can happen pletely separated from the barrel, technology). If you get too slow to you, and you never can tell when but the piston and barrel were in­ with a Swift, it can develop a high you might need to act quickly! tact, and it appeared that no metal sink rate that could be difficult or 3. Don't rule out any options­ that had gotten into the engine. impossible to overcome during the the option that you fail to consider My mechanic flew up, looked at flare. And let me tell you from ex­ may be the one that could have it, and flew me back to my home perience, it is very counterintuitive saved you! I had it in my mind to airport. Later that day, I came back to keep the nose down to keep your "get back to the runway!" How­ in my Cessna, with some tie-down speed up after an engine problem ever, it might have been a better ropes, chocks, and sun shields, and with the ground fast approaching. idea to have landed on the taxiway I tied down and locked up the Swift We've all read numerous articles that was closer than the runway. for the weekend. We ordered a in various flying magazines about Especially with less altitude! Or, I cylinder, and the following Tues­ whether you should try to return could have landed in the tie-down day we went back at the crack of to the airport after an engine fail­ area, which was plenty wide dawn to change the cylinder. Once ure on climb-out. I can honestly enough, and closer yet than either we got it apart, we learned that the say that I didn't have time to weigh the taxiway or runway. So, make intake manifold had also been the merits of whether to return or the best use of all possible options, sheared completely off at the look for an alternative. All I can and don't get conditioned to over­ flange, so I'm not sure just how say is that my decision to return look possible places to put the much power the engine was really worked for me. plane down. If it's flat, and you're producing after the cylinder failed. In reflecting upon my experi­ not going to kill anyone or hit And the injectors were still send­ ence, a number of thoughts have anything big and immovable, ing fuel into the separated head, come up: think about using it. while the spark plugs were spark­ 1. Luck had a lot to do with it! Lastly, I cannot emphasize the ing away, so my fears of a fire were Since I was doing touch-and-goes, importance of training, training, not unfounded. my takeoff roll began about a third and more training. Had I not been By the way, I have since heard of the way down the runway, so comfortable in the airplane, and from others that although losing a there was less chance of my over­ been able to fly it pretty much on cylinder head is rare, it happens shooting the runway when I instinct, I would probably not be from time to time. I've heard that returned for a downwind landing. here to tell the story. In hindsight, there is an AD (airworthiness di­ Had I begun my takeoff from the I can see how it would have been rective) out on other Continental beginning of the runway, my really easy to get too slow in the engines to pressurize the cylinders downwind return would not have pattern, and we won't even think and use a soap bubble test to check given me as much runway to work about the possible results of that. for leaks and cracks. I certainly with. Either my turns would had So.. .it was a very exciting Friday. never expected a failure of this na­ to have been much steeper, or I I hope that I do not have that kind ture, as I had only 121 hours on would have had to turn 360 de­ of excitement again any time soon! the engine! And I am fastidious grees to get lined up. To make a Nor do I wish it on anybody else. when it comes to avoiding shock downwind landing, I only needed This time, with a lot of luck, and cooling and trying to operate the to execute a 22S-degree turn, fol­ the right training, I got away with­ engine properly. lowed by a 4S-degree turn for a out a scratch on the plane or me. Back to the point(s) of sharing total of 270 degrees. I would have I'm not complaining! Then again, this story: I am firmly convinced needed more altitude to complete there is that $3,000 repair bill .... that my glider training this past a full 360-degree turn to line up in spring was key in saving my butt. the same direction as my takeoff. Jeff Wimmer My return to the airport is exactly 2. After flying for nine years and Lagrangeville, NY

VINTAGE AIRPLANE 1 1 What the Heck Does 150 Mean? And why it's important for aircraft owners! Doc MOSHER

We've all seen it. Sometimes on seat and G-TSOs . C-TSOs set technical stan­ craft, and this has presented workload belts, sometimes on emergency locator dards for aircraft components. N-TSOs problems for the FAA's TSO program. transmitters (ELTs), sometimes on set guidelines for runway construction, What does all this mean to the aircraft strobe lights. But what does TSO mean? and G-TSOs are for the purpose of issu­ owner? The TSO stamp on any appliance "A Technical Standard Order (TSO) is ing guidance for ground operations. certifies that the appliance meets the en­ a minimum performance standard is­ Civil Air Regulation (CAR) Amendment gineering and manufacturing specifications sued by the Administrator for specified 04a-l, adopted November 18, 1947, of the FAA, and relieves the ind ividual air­ materials, parts, processes, and appli­ and effective January 1, 1948, formally craft owner of that task. The TSO stamp ances used on civil aircraft. " established the C- series of TSOs as fol­ on each batch of Dacron fabric intended FAR 21.601 (b)(l) Subpart "0 " of FAR lows: " Cu rrently effective Civi I Ai r for use in covering a certificated aircraft 21 covers Technical Standard Order author­ Regulations require approval of certain shows that the particular batch of fabric izations. You can get full information at specified appliances by type certification. meets the standards for that particular http://av-info.faa.gov/ tso/ HistryI hist96.htm Such certification entails submission of part number of the manufacturer. (In this and http//av·info.faa.gov/ tso/Tsoque/ Quest.htm. detailed data for each appliance or varia­ example , there are different grades of In this article, we will give you an over­ tion thereof, which data must be Dacron under different brand names, so view of what the TSO means to the air­ examined and approved by the Adminis­ be sure the correct grade is used.) plane owner. trator of Civil Aeronautics. The purpose Sometimes you may see the stamp Throughout the 1930s and 1940s the of this amendment is to simplify and ex­ TSO-PMA. This means technical standard United States experienced a rapid growth pedite approval by permitting, in lieu of order-parts manufacturer approval. " Not in the aviation industry. There were type certification, the establishment and only does the part meet the published 30,000 airplanes in operation in 1946, publication of specifications by the Ad­ TSO standards, but also the PMA ensures and more than 100,000 planes were minister for such appliances ... " that the manufacturer has parts manufac­ forecast to be in operation by 1950. The amendment also says, "An appli­ turer approval from the FAA. Your A&P This rapid expansion placed an exten­ ance for which a Technical Standard Order mechanic can install that particular mate­ sive burden on the Civil Aeronautics has been established shall be deemed ap­ rial or item being assured that it complied Administration's (CAA) ability to perform the proved by the Administrator when the with airworthiness standards when it left needed inspections. As a result, expensive manufacturer certifies that the appliance the manufacturer. delays and high costs were often experi­ meets the specifications included therein. " If you own a certificated airplane (Cub , enced in the industry. In response to these (FR7898, November 25 , 1947). CAR Champ, Luscombe , Cessna, etc. ), you can­ problems, in 1946 the CAA proposed the Ame ndment 04a-l cont inues by saying, not install new automobile seat belts unless certification of qualified aircraft manufactur­ "The TSO system of approval may be used you want to certificate them yourself. If you ers who would meet the CAA published by the Administrator for items such as ma­ use TSO-marked seat belts, that certifica­ criteria for manufacturing certain items that terials, parts, and processes, as well as tion and FAA approval has already been could be installed on airplanes. those appli ances which now do not require completed for you. If you install an item that The CAA would continue to certificate type certification . . . is approved under a supplemental type cer­ airplanes, engines, and propellers, but it Simply stated, the FAA drafts perform­ tificate (STC ), the STC will cover the would no longer certificate smaller, indi­ ance standards for some appliance (for airworthiness standards. vidual parts. The soundness of all other example, a shoulder harness), and any For most of us, the TSO stamp is components, including instruments, manufacturer who can meet these stan­ enough to let us know the FAA has ap­ would now be ensured by the manufac­ dards can then be authorized by the FAA proved the item for installation . turer's guarantee that these parts met to produce such an appliance . Of course, Installation, of course, is another story. the performance requirements estab­ the FAA makes sure the standards are Need to know more about TSOs? lished by the appropriate TSOs. The maintained. Any appliance manufacturer Download a copy of Advisory Circular institution of TSOs eliminated the need that meets and maintains these stan­ 20-110L from the FAA website , to hire many additional inspectors, and dards can stamp its product TSO. www.faa.govl certificationl aircraftj. Look it further expanded the decentralization Today, proposed TSOs are drafted for at the left side of the FAA home screen of authority at the CAA. public comment, especially by organiza­ and click on "Advisory Circulars. " You can Three separate and distinct types of tions like RTC A and SAE. There has also click on "Technical Standard Orders " TSOs were instit uted in the 1940s and been an explosion of technology and the to get information about specific TSOs. early 1950s. They were C-TSOs, N-TSOs, introduction of new equipment in air­ It's all there for easy access...... 1 2 NOVEMBER 2002

out what he wants to be when, or if, they had to retrain everyone they he grows up. hired to become arctic engineers be­ His first career was a long, long cause the work involved building a way from the Alaska bush and in no hot oil pipeline in permafrost. way indicated he'd wind up a con­ "To my surprise, I got a job offer firmed Alaska devotee. that tripled my Boeing salary. That "I was born and raised in the San was impossible to turn down, espe­ Francisco area and went to college at cially since it would put me in what Cal Poly," he said. "I graduated with a had always been described to me as degree in aero engineering and went a paradise for outdoorsmen." right to work for Boeing in Everett, What Jim hadn't thought about Jim Thomas of Anchorage, Alaska, Washington, on the 747 project. I too much was the timing of the job and Groveland, California. worked in the structures group doing move. The offer came at the end of design on the wing to body fairing, 1974, and he reported for work in landing gear, cabin doors, and fuse­ January of '75. January isn't neces­ plan was to visit friends and spend lage structure. It was a good job, and I sarily the most opportune time to some time at my remote cabin. liked what I was doing. move that far north. While relaxing on the deck of my "One day, a designer who worked "When I stepped off the plane in cabin, I decided I really wanted to for me brought in some photos of Fairbanks it was 65 degrees below fly to Oshkosh. After all, it's only Alaska and told me they were hiring zero, and it stayed there for two 3,300 miles from Anchorage to people to work on the construction weeks," he grinned as he remem­ Oshkosh." of the Alyeska Pipeline being con­ bered. "After training in Fairbanks, I When asked what he does for a structed from Prudhoe Bay to Valdez. was sent to the Atigun construction living he said, "I'm between careers The designer said he was in contact camp in the Brooks Range where it and enjoying my airplane." with a company that was hiring en­ was 70 below. It was so cold they From anyone else that would gineers to work on the project. wouldn't let us go outside to work! I mean he was out of work and look­ "They were actually looking for was beginning to understand the rea­ ing for a job. That, however, is not civil engineers, but I really wanted to sons between the salary difference Jim Thomas' situation. He's lived go to Alaska and figured I'd send my between Boeing and my new job." through one interesting career and resume in, but I didn't give my aero He stayed with the pipeline job is now flying his Super Cruiser engineering degree much of a chance just long enough to get infected by around the country while he figures at landing a job. As it turned out, the Alaska bug.

14 NOVEMBER 2002 "I was young and wanted an ad­ venture, so, after about a year and a half, I quit and started on a series of trips. The first one was a 2S0-mile kayak trip on southeast Alaska that took me from Wrangell all the way out to the Gulf of Alaska and the town of Sitka. Then I hiked the Chilcoot Trail, took a train to Whitehorse, and then hitchhiked to Dawson City and the Klondike gold fields. "Basically, I had made a lot of money in a hurry and wanted to en­ joy Alaska." Since most Alaskans see airplanes as essential as pickup trucks, he was subjected to more than his share of flying machines. That's where his A pretty comfort­ pipeline time began to work for him. able cabin starts "I had been fascinated with air­ with a well-cush­ planes since I was a kid because my ioned seat and a dad was a naval aviator and flew panel equipped SBDs and SB2Cs. There were all sorts with a reasonable of flight training books around the amount of instru­ house, which I loved to read. We ments. A portable would also go to air shows around communications the Bay Area, whenever we could. radio and a GPS So, when I was working the pipeline are also mounted and we had nearly 24 hours of day­ on each side of light, I began taking flying lessons the panel. from a CFI who worked the local Flight Service Station. "During my first solo a Learjet out of airplanes. purchased a Super Cub, and I needed happened to call in saying he was 20 "Finally, I went to Buchanan Field my license in short order. I had miles out and landing. I immedi­ in California looking for a flight plenty of flying time and had most ately got on the radio and reported school that had both lots of air­ of the requirements, but I was hav­ that I was in the pattern and on my planes and lots of CFls. I thought I ing a terrible time trying to get that first solo doing three touch-and­ had it made, but just after I com­ last little bit of instruction so I could goes. To my relief, the Lear pilot pleted my short cross-country, the take the checkride." responded that he would hold out flight school lost their lease and His persistence paid off on the over the river until I had completed closed up shop. This was really get­ third flight school he interviewed. my three circuits. ting old." They had the requisite multiple of "Shortly after my solo, my CFI By this time he had invested a instructors and airplanes, had a was transferred, and I was out of an huge amount of time and effort in long-term lease and, most impor­ airplane and instructor." search of the elusive pilot certificate, tant, were willing to help him get The problem of finding a learning so he headed back north. his certificate as quickly as possible. situation that was stable long "I went to Merrill Field in An­ "When I ask them about a lesson enough for Jim to get his certificate chorage and started down the row schedule they responded, 'We can would dog him for a long time. of flying schools asking what I had fly you today, tomorrow, Friday, and "Another guy came to the FSS learned to be the three most impor­ any day you want.' What I really who was also a CFI, and I started tant questions about flight schools. liked about them is that they didn't to continue my lessons with him, How many airplanes did they have? take me back to hour one, as so but another pilot who had rented How many instructors? How long many of the other schools had. They his airplane flipped it on its back was their lease? evaluated me to see where I was at, on a sand bar, and I was once again "By that time my dad and I had and then we started from there."

VINTAGE AI RPLA NE 15 airplane home. It doesn't get any sweeter than that!" By this time Jim was an old Alaska hand and knew what he wanted in an airplane. He also knew he was hooked on tandem seating and fly­ ing with a stick, not a wheel, but he still wanted a machine with lots of baggage space and good short-field performance. A modified Super Cruiser was high on his list, as it is for most Alaskans because of the wider back seat and the ability to graft on lots of parts from Super Cubs to increase performance. ''I'd heard about this PA-12 that had been sitting for 10 years in Fair­ banks, so I went up to look at it. It had been disassembled after a ground loop, but it didn't look too bad. I couldn't see any major dam­ age, although as [ found out later, the fuselage was tweaked and needed straightening. This was no big deal because I planned on modifying it quite a bit, so truing up the fuselage would just be another thing to do." The first owner of the airplane was the Atomic Energy Commis­ sion, and its logs made it appear as if it had been used for surveillance or radiation monitoring around one of the first nuclear plants in Washington state. However, one of the major surprises upon seeing the Under the back seat, there's a handy Flip the seat down, and the extended airplane for the first time was the surprise-a toolbox. A great place to baggage compartment turns into a metalized fuselage. keep essential traveling stuff like snug sleeping spot. "Although the airplane was nearly tiedowns and a quart or two of oil stock, in 1954 one of the owners from bopping you on the head during had the fuselage metalized by Met­ a bout with turbulence! got my endorsement, and we went Co-Aire in Fullerton, California. down to pick up my first airplane, a Met-Co-Aire had a number of STCs Super Cub." to metalize a lot of different air­ In very short order, he was ready Before starting the Super Cruiser planes, so this wasn't a one-off for the checkride, but once again it project, Jim went through a number project. In fact, I know of at least looked as if his efforts were about of airplanes, including the Super three other metalized Super Cruisers to be foiled-the weather was re­ Cub, a Cessna 180, a 180-hp Sky­ in Alaska." ally lousy. hawk, and a couple of Citabrias. The metalizing process wasn't a "My CFI called the examiner and One of the Citabrias, a 7ECA, bears simple matter of riveting aluminum told him I needed the checkride in mentioning because he didn't get it sheet to the stringers in place of the the worst sort of way, and the exam­ in the usual way. fabric. In fact, the aluminum was iner, bless his heart, said, 'If he'll fly "I won it in a raffle being con­ applied in a unique fashion. in this stuff, he must be okay.' He ducted by the Libertarian Party in "I'm fairly certain they made the came over, we did a little flying, and Fairbanks. It was $25 a ticket, five aluminum shells up in a jig off the he signed me off. Then I took a cou­ for a hundred bucks. I gave them airplane and then slid them on from ple of hours of tailwheel instruction, the hundred bucks and took their the back and finished them. I think 16 NOVEMBER 2002 it was done that way because the through a rebuild receives a power which might otherwise become free­ skin and the formers stand off from injection in the form of a 150-hp 0­ floating objects during turbulence. the tubing and are held in place by 320. And so did the Thomas Jim also likes to point at the relief Adel clamps. Also, you'd have to airplane. But the search for perform­ tube as being one of the more practi­ have a snake that's good at riveting ance and utility didn't stop there. cal modifications he's made to the to buck the rivets at the back of the "We replaced the horizontal tail airplane because it has come in tail cone. There's just no way you surfaces with balanced Super Cub handy many times on the long-dis­ can get at them from the inside, I units, which included the PA-18 tance treks of which he seems so don't care how small you are./1 trim system and flying wire carry­ fond. He's had the Chrome Cub as The construction technique, through. The elevator control far north as the Arctic Ocean, west which leaves the tubing stand­ to the Bering Strait, as far east ing free from anything around as Oshkosh, and as far south it, worked very much in the as the tip of Baja California. airplane's favor. We all know there is no such "Lots of times there is corro­ thing as a fast Cub, so it's easy sion in the bottom longerons of to see why he prizes the relief rag and tube airplanes because tube so highly. the dust and dirt collects in the "Cruiser wings are basically little valley formed by the fuse­ the same as the Super Cub, so lage fabric and the tubing. This it was no problem to add the holds mOisture, and rots every­ PA-18 flaps. At the same time thing around it. In this airplane, we installed F. Atlee Dodge there's a good-sized gap around 60-gallon tanks and a small The Piper Cub mascot gets a new name and a pony the tubing so nothing collects header tank under the instru­ to ride , recalling the black and white film serial, The there. Because of that, this ment panel. The header tank Cisco Kid. "Hey, Cisco! Hey, Pancho!" tubing was in really good con­ is needed so if you're making dition. Much better than you a circle approach to a landing normally find up north./1 system, which originally used a bell and un-port the fuel tanks, the en­ Jim and his brother, Bill, worked crank, was replaced with the cable gine won't quit on you. We also put together on the airplane for three units from the Super Cub. Dodge tie-downs in the wings, years. Their first order of business was "Then we installed most of the which I think are one of the best to remove the obligatory ton of mouse Cub modifications certificated by F. things you can do for any Cub be­ droppings, sand the tubing, and dou­ Atlee Dodge and others into the cause they eliminate the stress on ble-check it for corrosion. While they fuselage. This included ' X' bracing the wing strut fitting and can also were doing this several of their pilot the top of the fuselage and a bunch be used as a jacking point for work­ friends and aircraft mechanics had of other structural beef ups. Our ing on the landing gear. their own opinions of what the broth­ number one goal with the airplane "The engine I installed came out ers should do to the airplane. modifications was to make it crash­ of a Super Cub, and the 150 hp re­ "We had a number of people say worthy. We didn't plan on crashing, ally makes the airplane perform. A we should remove the aluminum but in Alaska, that's always in the unique mod to the engine compart­ and replace it with fabric to save the back of your mind. ment done some time ago was weight. I found weight and balance "At the same time, we modified installing a cowl flap into the bot­ records, which showed the metaliza­ the baggage compartment with the tom of the cowling. It doesn't do tion added just under 20 pounds to cathedral and knee braces to make a much good, but at least I can say I the airplane's empty weight, and large baggage compartment, which have one./1 pointed out that since the airplane could be used for shelter if the When the Thomas boys were done was metalized, the wings had been weather got bad. I'm glad we did with their little airplane, the list of re-covered three times but the fuse­ that because I had to sleep inside the certificated modifications totaled 52. lage hadn't been touched. Besides, airplane one time when the wind Still, with all of the detail work and we liked it because it makes the air­ was so strong I couldn 't make it effort expended to make the airplane plane unique. That's one of the through a mountain pass./1 fly better and be more useful, folks reasons we didn't paint it./1 One very useful modification is a generally see only one thing-the Rebuilding a PA-12 in Alaska toolbox under the back seat. This aluminum skin. Well, that's probably means something different than it provides a good spot to keep tie­ just the way it's going to be. After ali, does in the lower 48. Chances are down ropes, chocks, gust locks, there's a good reason it's called the every PA-12 in Alaska that goes tools, a quart of oil, and other gear, Chrome Cub......

VINTAGE AIRPLANE 17 THE 46TH ANNUAL TULSA REGIONAL FLY-IN Perhaps the Best Ever! A perfect fly-in with perfect weather CHARLES W. HARRIS SENIOR CO-CHAIRMAN

PHOTOS BY RICK BRYANT

ond CAF tour aircraft, the WWII German Luftwaffe Heinkel He-l11K medium bomber, which is the only fly­ ing example in the United States. However, the Heinkel suffered a mechanical problem in August 2002 and was removed from flying status and could not attend. The promise of the two historic WWII bombers gave rise to another important prerequisite of a fly-in-a proper and appropriate theme. And so it came to be that the 46th Annual Tulsa Regional would become known as liThe Year of the Warbird." It was fast becoming a year of tingle and excitement. The excitement was further heightened because the construction of an entirely new runway-length taxiway during the previous year had ne­ cessitated the cancellation of the 2001 fly-in. Everyone The CAF B-17G Sentimental Journey was the centerpiece was anxious to re-establish the long-running event. aircraft at Tulsa's 46th annual fly-in. That's Betty Grable With the CAF B-17 coming, it was only natural to in­ starring in the nose art. vite and involve the many local warbird owners in the fly-in in a more prominent way than ever before. Dave he 46th Annual Tulsa Regional Fly-In on Frank Wheaton would bring his B-25; Alden Miller would lead Phillips Field in Bartlesville, Oklahoma, on Septem­ a big gaggle of the Riverside-based T-6/SNJ/Harvard T ber 20 and 21 was a perfect blending of virtually group as well as the T-28s and the P-64. The many Stear­ the entire spectrum of the sport aviation community. mans, PT-19s, N3Ns, et al. would also join in; it looked The weather had to be experienced firsthand to be be­ for all the world that a fine military-related emphasis lieved. A frontal passage during the previous Wednesday was surely forming. evening cleared out the entire Midwest and brought All the while, April through August, the many and forth crystal clear blue skies, low humidity, near calm varied facets of the fly-in support areas were increasingly breezes, and temps in the high 50s in the mornings to enthusiastic. Then, in mid-summer we got news equal to high 70s in the late afternoons. The thick green grass the B-I7's planned visit. Former World Aerobatic Cham­ was manicured to near perfect appearance, and the pions Nikolay Timofeev and Elena Klimovich, both from cloudless sky gave us not only mild sunny days, but also Russia, would be headlining the Claremore Air Show and a full moon that lit up the night sky to almost daylight would additionally fly to Bartlesville in their Sukhoi 26 brightness. Fate had presented us the kind of weather and 31 aircraft and appear at the fly-in, on both Friday that fly-in fans normally can only dream about! and Saturday mornings. AME Guy Baldwin had made Fly-in planners quite often seek high-profile personali­ these arrangements and would fly lead in his Extra 300. ties and/or aircraft to create attention and thus attract This startling news meant, in addition to the great vari­ both the flying and lay public to their aviation event. ety of traditional show class airplanes, we would have The opportunity for a high-profile aircraft miraculously not only the fabled and famous B-17 and the other war­ presented itself early in spring 2002 when the possibility birds, but also two former World Aerobatic Champions of hosting a tour stop of the famous CAF B-17G Sentimen­ and their equally famous Sukhoi aircraft-an incredible tal Journey became known. We seized on this rare, rare assembly of headliner aircraft and aerial attractions. opportunity. Of the more than 12,000 B-17s ever built, The mailers went out to the constituency; the ads only 15 remain on flying status in the entire world, and went to Trade-a-Plane; the website had long been up; it is virtually beyond imagination that one would ever be the type club airplanes were coming; the forums were available for an appearance at a regional fly-in. For an ex­ scheduled; the several hundred volunteers were poised; tended period it was also agreed the big World War II the transportation vans, staff, and drivers were ready; Boeing Flying Fortress would be accompanied by a sec­ and the exhibitors and vendors were on their mark. Sud­ 18 NOVEMBER 2002 The Grand Champion Warbird of the Jim Yates and Steve McGuire (pre­ fly-in is this 1951 Cessna L-19 Bird­ sumably, one at a time!) brought dog restored by Billy and Jana their 1953 Mooney Mite from Ponca Copeland, Arthur City, Texas. City, Oklahoma. It was picked the Grand Champion Classic.

The most knowledgeable Bill Hare of Mission, Kansas, is the fly-in's pub­ lic address announcer. Here he takes a few minutes to interview Soviet aerobatic champions Elena Klimovich Bob Penny ' s one and only 1935 Janet McCollough 's Vultee BT-13A was and Nikolay Timofeev. Pasped Skylark, restored by Tom presented with the Chairman's Choice Brown, was the Tulsa fly-in's Antique Award for her sensational warbird. Grand Champion. She's from Grandview, Missouri.

The Carters of Fayetteville, Arkansas, were thrilled with the selection of their 1960 Cessna 175 as the Con­ Mark Trimble Branson, Missouri, brought his fabulous Beech C-45 to the temporary Grand Champion. fly-in. Phillips Petroleum is an avid sponsor of the fly-in. denly, it was Thursday, September 19; the B-17 arrived in ramp to shut down in a close order-like drill. Bill Hare late afternoon from the St. Louis metro area after being quickly moved to inte'rview Nikolay, Elena, and Guy, weather delayed by the frontal passage. each of whom was a top interview subject. Our first day, Friday, broke sheer clear, cool, calm, and This all seemed almost surreal. While it's not neces­ wonderful. The show airplanes came in copious num­ sarily an extraordinary sight on AeroShell Square at EAA bers. The warbird contingent from Tulsa arrived in AirVenture Oshkosh, it was virtually an unheard of beautiful formation, complete with the concert sur­ sight, sound, and experience at any fly-in other than round sound of their big Pratts and flat-pitch Oshkosh, Lakeland, or Midland. Mark Trimble of the Hamilton-Standards; it was pure aerial harmony. The T- Ozark Air Museum at Branson brought his magnificent, 6/SNJ/Harvards made their low passes, and then made highly polished Beechcraft Royal Canadian Air Force Ex­ their breaks, and landed and parked. Next, Dave peditor; Bill Harrison of Tulsa arrived in his Model 18 Wheaton made his arrival and mandatory low pass in C-4S Twin Beech; and showplane owner Janet McCul­ his B-2SJ with Jim Goff flying formation shotgun in his lough of Grandview, Missouri, arrived in her glistening, NA-SO/P-64. After they made their second pass, they too best-in-the-Iand, gorgeous, highly polished 1941 Vultee landed and were prominently parked on the huge re­ BT-13A Vibrator. We parked Janet's jewel-like gem on the served warbird ramp. emerald green grass just off the north ramp. (Thou shalt The Russians are coming, and so they did. Right not covet, thou shalt not covet, thou shalt not covet!). down 36 they came, low, fast, with smoke on, and with But, warbirds do not necessarily live by pistons alone, so their big fat three-paddle blades and their 3S0/400-hp Jane and Warford Johnson came to the big show from Mis­ geared round engines in a loud roar. After their second souri in their Rolls-Royce powered Yugoslavian Soko Galeb pass, they also landed and came up and onto the big (Gull) straight-wing military jet trainer, and it too was

VINTAGE AIRPLANE 19 parked on the warbird ramp directly behind the big Fortress. And, as all of these high-profile military-type aircraft were on the ramp and continuing to arrive, the widely varied non-military showplanes from the antique, classic, contemporary, experimental, ultralight, biplane, and aero­ batic categories continued to arrive in ever greater numbers. Even the factory/modern parking area was steadily filling, and with the weather continuing to re­ Alden Miller of Tulsa spent 10 years rebuilding this mag­ main absolutely perfect, nearly 150 aircraft had landed, nificent NAA T-6G, finished in the markings of the parked, and tied down by the time the refreshment and Oklahoma Air National Guard in the late 1940s. dinner hour had arrived. Saturday was, if possible, even bigger and better! The edge of the aviation community, both historically and by warbirds' mass arrivals, fast low passes, and formation individual company and specific airplane year, make, and landings were more spectacular than on Friday. The B-25 model, takes all of the guesswork out of the otherwise nec­ and its P-64 formation mate seemed even lower and faster, essary memory process. And, all of this is literally set to and the Extra and Sukhoi arrival even more spectacular. music, as we play the sweetest music this side of heaven as Further, since it was now Saturday, the regular show­ background for the event when Bill is not on the micro­ planes were arriving in really big numbers. With a B-17, a phone. The Biplane Expo in June and the Tulsa Regional B-25, a P-64, a C-45 Expeditor, two Sukhois, an Extra 300, in September of each year are striving to be the best that a whole gaggle of T-6/SNJ/Harvards, the Soko Galeb jet they can be. And make no mistake, the 46th Annual trainer on the ramp, scores and scores of display machines reached for and caught the brass ring! Our Grand Cham­ landing and being parked, and the 1,000 car parking lot pions could not have been finer; our sponsoring filled, it was simply an unbelievable day. More than 315 organizations and volunteers could not have performed airplanes had come to the fly-in! better ... only in America! In addition to the fabulous warbirds, our traditional It could not have been better scripted beyond what we mainstay fly-in airplanes were out in great numbers! The lived, from experience to experience, from hour to hour. It great classic designs from the last nearly 70 years were with was an incredible event. The 46th Annual Tulsa Regional Fly­ us in grand style and strong numbers. For example, we had In was the realization of "The Impossible Dream" ... the 15 or so J-series Cubs; 15 short-wing Piper Pacers, Tri-Pacers weather, the organization, the airplanes, the guests, the war­ and Colts; 15-20 Luscombes; 15 Cessna 120/140s; 12 birds, the volunteers, and the myriad of supporting groups Cessna 170s; approximately 12 Swifts; approximately 10 and buffs collectively captured "The Impossible Dream." It Cessna 195s, approximately eight Stinson 108s; approxi­ just doesn't get any better than the 46th Annual. Stand tall, mately eight Aeroncas; four or five Mooney Mites; two rare friends, you accomplished "The Impossible Dream!" ...... Porterfields(!); two Howards; a goodly number of V-tailed Bonanzas; a bunch of older CI72s and C182s; a whole pas­ TULSA FLY-IN CHAMPIONSHIP AWARDS sel of the widely popular RV-3s, -4s, -6s, -7s, -8s, and -9s; {'~fIJqI~ (AIRCRAFT BUILT THROUGH 12131119451: and lots of miscellaneous experimentals and ultralights, in­ 1935 Pasped Skylark, NC14919 cluding Tom Gutmann's brand new German-designed, Robert Penny-Versailles, Missouri Ukraine-built CT Cruiser powered by a 100-hp Rotax 912 BEST CLASSIC (AIRCRAFT BUILT 11111946 THROUGH 12131119551: engine. This amazing carbon-fiber two-place aircraft cruises 1953 Mooney Mite 18C, N85PM at 135 mph while lifting more than 600 pounds of payload James Yates-Ponca City, Oklahoma with a 700-pound empty weight airframe! BEST CONTEMPORARY (AIRCRAFT BUILT 111156 Individually and collectively, the airplanes were simply 1960 Cessna 175, N6830F a beautiful and impressive insight into our history. Greg Carter-Fayetteville, Arkansas The physical facilities on Frank Phillips Field at BEST EXPERIMENTAL: Bartlesville are remarkably positioned for a fly-in. The FBO 2001 Larry's Mixture, N10251 Larry Flagg-Lees Summit, Missouri ramp is very large and most adequate to handle the air­ craft traffic matters; we can position our PA sound trailer BEST ULTRALIGHT: and speaker towers adjacent to the runway/taxiway/ramp 2001 Kitfox Lite, N300ED Earl Downs-Cushing, Oklahoma areas where all activities can be continuously viewed and reported; and the unreserved support and total coopera­ FOR THE YEAR OFTHE WARBIRD-THE BEST WARBIRD: tion of the City of Bartlesville, Phillips Petroleum 1951 Cessna L-19 Birddog, N201FM Billy & Jana Copeland-Arthur City, Texas Company, their FBO Phillips Aviation Services, and espe­ cially all of the concerned personnel makes the whole CHAIRMAN'S CHOICE AWAIID:: 1941 Vultee BT-13A, N63884 event simply a joy with which to be associated. Janet McCuliough-Grandview, MiS!IOUrI \' Bill Hare's total profeSSionalism and uncanny know1­

20 NOVEMBER 2002 BY H . G . FRAUTSCHY

AUGUST'S MYSTERY PLANE load was 450 pounds, with a range of 1928 CRAWFORD A-1 500 miles, and 95-mph top speed; cruise at 64 mph and a landing speed of47 mph. It had a steeL-tube (uselage. This info is from the invaluable website Aerofiles.com. I always enjoy the Mys­ tery Plane feature, keep it up. Bob Gordon, Uncasville, Con­ necticut

Thomas Lymburn, Princeton, Minnesota, adds this: ... William Crawford 's A-l was de­ signed for th e amateur builder. However, sixteen were fa ctory produced. ... Later, the Crawford All Metal Air­ e August Mystery Plane, from Long Beach, California, as a home plane Company of Los Angeles built a rpthe collection of Peter Bowers, built, although it could also be bought small number ofDural skin, corrugated was a rare one. Here's an e­ co mpletely built from th e factory for airplanes. It seems to have faded into mailed note from Connecticut: $1,500. At least 16 of them showed up the depths ofthe Great Depression. on the civil aircraft register, probably al­ Who the heck was "Julia?" Th e August Mystery Plan e is th e most all of which were home built. The 1928 Crawford A-1. This was designed craft was a 2-place, powered by an 80­ Another correct answer was re­ by William F. Crawford of th e Craw­ hp LeRhone rotary. Wingspan was 30' ceived from Renald Fortier, Ottawa, ford Airplane & Motor ManufactOlY of 0" with a length of 17' 9". The useful Canada. ~

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VINTAGE AIRPLANE 21 PASS ITT BUCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION, IL 60180 Worman's Fairchild 22

I've been on a nice trip up and down the West Coast recently, and really enjoyed myself, as usual. I had visited Orcas Island in the San Juan chain in Washington State back in 1996, and aside from visit­ ing Ernie Gann's place at Friday Island, one of the highlights of my visit was seeing Bill Worman's Fairchild 22. Bill has had this .-­ project for years, starting with a basketcase of parts and painstakingly restor­ A favorite of modelers and full-size enthusiasts for years, the Fairchild 22's beautiful ing it to award-winning lines are timeless. status. The pictures show how much effort and love this man has put into the project. When I last saw it, the Fairchild was flying with a wood prop, and Bill was still getting the bugs worked out. Now, as you can see, it has a Hamilton-Standard metal prop installed, a starter has been added, and it has almost 300 hours on it.

Bill and I (he's on the right) talk over the ins and outs of flying and main­ taining the Menasco D4, a gem of an engine that wasn't produced in large quantities. 22 NOVEMBER 2002 in 1903, I'd be curious to see what comments those of you who are Ford histo­ rians have on the subject. Take a look at the photos taken by Mal Gross and me, and like me, dream of flying this beauti­ ful restoration. The only reason I didn't get to fly it was we were fogged in all the while I was there. You might also attend one of Bill's one-on-one sessions on welding. He has become so proficient in welding that he is in big demand as an instructor by some of your homebuilders and restorers on Orcas and the neighboring islands. Over to you, K Fairchild's sportsman's parasol monoplane didn't sell in great quantities, but its im­ (( ~tJ.ck age is indelible.

That's quite a bit of time for an airplane whose owner doesn't have a pilot certificate. In Bill's works is another Menasco D4-87, and he The Golden Age of Aviation Series is finishing his Model T Boattail Speedster, as well as CESSNA 'S • planning for a 1914 Model T Indy-type racer. Bill tells me that Henry Ford really never initially intended to build cars for the public. His 1914 "Racer" was so suc­ -~~ ~ cessful others wanted one and that was supposedly ~ the beginning of the Ford Motor Company. I'd never heard that one before, and since the company started '1', .,"'.~" ..', ..- ; ~·.' ,.n. ". '.'.rI' $22.95­ $24.95 $22.95 Bellanca's Golden Age ($24.95) available Dec. 2002 Add $4 shipping & handling per order. Rave Reviews: Skyways: A hit of the first order! Smithsonian 's National Air & Space: Archival photos and technical drawings abound. Dozens of other highly-acclaimed titles (books & CDs), including The Legacy of the DC-3 Over 225 3-view drawings

WiJuL Crutylm 13~, hte. P.O. Box 511, Brawley, CA 92227 Phone: 800-952-7007 Fax: 888-289-7086 E-mail: [email protected] Like many other restorers, airplanes are not Bill Wor­ website: www.windcanyonbooks.com man's only passion-antique automobiles, like this Ford Call or e-mail for free catalog Model T Boattail Speedster are also benefiting from his Great Holiday Gifts craftsman's touch.

VINTAGE AIRPLANE 23 Relive file Golden Age 01 Air Racing! file Omaha Air Races 1931·1934 It was a 5-mile course with eight to

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24 NOVE MB ER 2002 Ev Cassagneres Cheshire, CT _ Learned to fly in 1946, in a 1-3 Cub

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Uril9dSI8l"PoII8~ Statement of Ownership. Management, and Circulation 13. f>ublic.lionr& 114 Issue Deto lor C

Monthly 12 $36 . 00 &,116 8,344 7 . CompIe~M'*'g Addr9uolKnowr>~oIPoblic8llon(N«prln~)(SIrHt. city. C

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Instructions t. Publishers

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28 NOVEMBER 2002 VINTAGE Membership Services Directory'" AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIAT-ION THE EAA VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @ eaa.org President Vice-President Espie "Sutch" Joyce George Daubner Flight Advisors information ... . 920·426·6522 P.O. Sox 35584 2448 Lough Lane EAA and Division Membership Services Greensboro, NC 27425 Hartford, WI 53027 800·843·3612 ...... FAX 920·426·6761 Flight Instructor information ... 920·426·6801 336-668-3650 262-673-5885 [email protected] [email protected] (8:00 AM-7:00 PM Monday-Friday CSn Flying Start Program ...... 920426·6847 • New/ renew memberships: EAA, Divisions Library Services/Research ...... 920426·4848 secretary Treasurer (Vintage Aircraft Association, lAC, Warbirds), Medical Questions, ...... 920426·4821 Steve Nesse Charles W. Harris 2009 Highland Ave. 7215 East 46th St. National Association of Flight Instructors Technical Counselors ...... 920·426·4821 Albert Lea, MN 56007 Tulsa, OK 74147 Young Eagles , ...... , . .. 920426·4831 507-373-1674 918-622-8400 (NAFI) [email protected] • Address changes Benefits • Merchandise sales AUA ...... , ...... , . ... . 800·727·3823 DIRECTORS • Gift memberships EAA Aircraft Insurance Plane .. 866·647·4322 Steve Bender Dale A. Gustafson Term Life and Accidental ...... 800·241·6103 815 Airport Road 7724 Shady Hills Dr. Roanoke, TX 76262 Indianapolis, IN 46278 Programs and Activities Death Insurance (Harvey Watt & Company) 817-491 -4700 317-293-4430 Editorial .. , , , ...... , , . . .. 920·426·4825 [email protected] [email protected] EAA AirVenture Fax·On·Demand Directory ...... 732·885·6711 ...... FAX 920-426·4828 David Bennett Jeannie Hill P.O. Box 1188 P.O. Sox 328 Auto Fuel STCs ...... 920-4264843 • Submitting article/ photo Roseville, CA 95678 Harvard, 1L 60033 • Advertising information 916-645-6926 815-943-7205 Build/ restore information , .. .. 920·426-4821 [email protected] dinghao@owc,net Chapters: locating/organizing . . 920426-4876 John Berendt Steve Krog Education ...... 920·426·6815 EAA Aviation Foundation 7645 Echo Poin t Rd. 1002 Hea ther Ln. Artifact Donations ...... 920426·4877 Cannon Falls, MN 55009 Hartford, WI 53027 • EAA Air Academy 507-263-2414 262-966-7627 • EAA Scholarships Financial Support ...... 800·236-1025 [email protected] [email protected]

Robert C. "Bob" Brauer Robert D. !l 8ob" Lumley 9345 S. Hoyne 1265 South 124th St. Chicago, IL 60620 Brookfield, WI 53005 773-779-2105 262-782-2633 [email protected] [email protected] MEMBERSHIP INFORMATION Dave Clark Gene Morris AVIATION magazine not included). (Add $15 635 Vestal Lane 5936 Steve Court EAA Plainfield, IN 46168 Roanoke, TX 76262 Membership in the Experimental Aircraft Assod· for Foreign Postage,) 317-839-4500 817-491·9 110 ation, Inc. is $40 for one year, including 12 issues of [email protected] [email protected] SPORT AVIATION. Family membership i5 available WARBIRDS John S. Copeland Dean Richardson for an additional $10 annually. Junior Membership Current EAA members may join the EAA War· lA Deacon Street 1429 Kings Lynn Rd Northborough, MA 0 I 532 Stoughton, WI 53589 (under 19 years of age) is available at $23 annually. birds of America Division and receive WARBIRDS 508-393-4775 608-877-8485 All major credit cards accepted for membership. magazine for an additional $40 per year. [email protected] [email protected] (Add $16 for Foreign Postage.) EAA Membership, WARBIRDS magazine Phil Coulson Geoff Robison and one year membership in the Warbirds Divi­ 2841 5 Springbrook Dr. 1521 E. MacGregor Dr. Lawton, MI 49065 New Haven, IN 46774 VINTAGE AIRCRAFT ASSOCIATION sion is available for $50 per year (SPORT 616-624-6490 260·493·4724 AVIATION magazine not included). (Add $7 for [email protected] [email protected] Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIR· Foreign Postage.) Roger Gomoll S.H. IIWes " Schmid PLANE magazine for an additional $36 per year. 8891 Airport Rd, Sox C2 Z359 Lefeber Avenue Blaine, MN 55449 Wauwatosa, WI 53213 EAA Membership, VINTAGE AIRPLANE EAA EXPERIMENTER 763-786-3342 414·77 1·1545 magazine and one year membership in the EAA pledgedrive@rnsncom [email protected] Current EAA members may receive EAA Vintage Aircraft Association is available for $46 EXPERIMENTER magaZine for an additional DIRECTORS per year (SPORT AVIATION magazine not in· $20 per year. cluded). (Add $7 for Foreign Postage,) EAA Membership and EAA EXPERIMENTER EMERITUS magazine is available for $30 per year (SPORT Gene Chase E.E. "Buck" Hilbert AVIATION magaZine not included). (Add $8 for 2159 Carlton Rd. P.O. Box 424 lAC Oshkosh, WI 54904 Union, IL 60180 Current EAA members may join the Interna­ Foreign Postage.) 920-231·5002 815·923·4591 [email protected] tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an addi­ FOREIGN MEMBERSHIPS tional $45 per year. Please submit your remittance with a check or ADVISOR EAA Membership, SPORT AEROBATICS draft drawn on a United States bank payable in Alan Shackleton magaZine and one year membership in the lAC United States dollars. Add required Foreign P.O. Box 656 Sugar Grove, II. 60554·0656 Division is available for $55 per year (SPORT Postage amount for each membership. 630·466-41 93 [email protected] Membership dues to EAA and its divisions are not tax deductible as charitable contributions,

Copyright ©2002 by the EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Associat"n of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EAA Vintage Ajrcraft Association, P.O. Box 3088, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO adcresses via sur­ face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3088, Oshkosh. WI 54903-3086. Phone 920/426-4800. EAA" and SPORT AVIATION". the EAA Logo" and Aeronautica~ are registered trademarks, trademarks, and service marks of the Experimental Ajrcraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviat"n Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

VINTAGE AIRPLANE 29 totes are embossed on one side with airplanes and the VAA logo. Washable. SM VOO2SO $17.95 LG VOO249 $18.95

ORDER ONLINE: www.eaa.org

This ladies polo shirt made of 100% cotton can Denim Golf Shirt e machine washed and This short sleeve shirt is a dried. It sports an all-navy $18.95 classic for warm weather. VAA logo and white stripe This 100% cotton golf MD VI1135 XL V11137 collar and cuffs. shirt sports the VAA logo LG VIl136 2X VIII38 MD V11165 on the sleeve. LG VI1166 SM VIOI34 LG VIOllS XL VI1167 MD VI0135 XL VIOl37

Men's Burgundy Golf Ladies Yellow Golf Shirt $18.95 This golf shirt is 100% cotton with tone USA Fleece Jacket $68.95 This comfortable golf shirt is 100% cot­ on tone VAA logo on chest. It sports a This plush jacket will show your USA ton, machine washable. Tone on tone three color collar. and VAA pride. Made of 100% acrylic VAA logo on front. MD VIOlS 1 $34.95 2X V11134 $36.95 it washes easily. SM VIOl30 LG VI0132 LG VIOl53 MD VOO913 XL VOO917 MD VIOl31 XL VIOl33 XL V11133 LG V00916 2X VOO929

30 NOVEMBER 2002 TELEPHONE ORDER: 800-843-3612 FROM US AND CANADA (ALL OTHERS 920-426-5912) MAIL ORDER: VINTAGE MERCHANDISE PO BOX 3086 OSHKOSH, WI 54903-3086 ORDER ONLINE: www.eaa.org

,,­__This cast -lTlP,t;,'I -nin A great way to ~n()lAT_ V()l

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

Mini FanIFlashlight SALE $4.95 This clever gadget features both a fan and a flashlight. Batteries included. Small VAA Logo Pin VOO258 $3.99 This small metal pin can be displayed on your clothes, then easily removed. Blue/Gold Marbled Mug V40240 $5.95 (Tie tack style pin.) Enjoy your morning coffee with this marbled coffee mug.

VAA Logo Decal Shiny metallic VAA logo decals are great in showing your VAA pride. Flat VAA Patch VOO257 $1.99 The image is printed on both sides This VAA logo patch can be 3-D VAA Patch $3.99 so you can stick the decal on the ironed on your shirts, coats or This 3-dimensional patch is well tailored and will inside or outside of your window. other accessories. look great on your clothing and accessories.

VINTAGE AIRPLANE 31 Merchandi---~

ORDER ONLINE: www.eaa.org

Navy Cap with gold leaves & braid on brim, cool mesh back.

Sweatshirt Blankets These blankets are extra soft, 54 in. x 84 in., and machine washable. Ladies Stone Micro Fiber Jacket $64.95 V00933 Gold VOll04 Burgundy This classy jacket for women is soft to the touch, water repellent, and light weight with inside zipper pocket. SM V11168 LG Vl1171 MD V11169 XL V11172 TELEPHONE ORDER: 800-843-3612 Men's Navy Micro Fiber Jacket FROM US AND CANADA (ALL OTHERS 920-426-59121 MD V10005 LG V10006 XL V10007 $71.95 2X V10009 $72.95 MAIL ORDER: VINTAGE MERCHANDISE This classy navy jacket is soft to the tOllch, water PO BOX 3086 repellent, and light weight with inside zippered OSHKOSH, WI 54903-3086 pocket. Machine wash, gentle cycle. ~ 302-hp best-in-class V8: 3rd-row seating. And climate-controlled front seats :· The new Lincoln Aviator. LINCOLN like Navigator, just smaller. Proof that magnificence comes in all sizes. Call 800 688-8898 or visit lincoln .com . There are those who travel. And those who travel well. AVIATOR

Imitation is the sincerest form of flattery. Especially when it's yourself you're imitating.