by espie butch joyce - eaa vintage members...

STRAIGHT AND LEVEL

2 EAA AIRVENTURE 2000 VAA AWARDS

3 VAA NEWS

4 AEROMAIL

5 THIRTY FIVE YEARS AT THE OUTER

MARKER Dutch Redfield

9 PASS IT TO BUCKlEE Buck Hilbert

10 YUKON TREASUREJohn Underwood

18 YUKON GOLDjohn Underwood

22 FORCED LANDING ATTITUDE

Denis M Arbeau

24 MYSTERY PLANEHG Frautschy

27 CALENDAR

28 WELCOME NEW MEMBERS

29 CLASSIFIEDS

wwwvintageaircraftorg

Publisher

Editor-ill-Chief

Executive Director Editor

Executive Editor

Contributing Editors

ArtIPhoto Layout

Photography Staff

AdvertisingEditorial Assistant

TOM POBEREZNY

scon SPANGLER

HENRY G FRAUTSCHY

MIKE DIFRISCO

JOHN UNDERWOOD BUDD DAVISSON

BETH BLANCK

JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE

ISABELLE WISKE

SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

s by ESPIE BUTCH JOYCE

PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

NEW AIRVENTURE DATES FOR 2001 Thoughts on Fly-Ins

Following up on suggestions made in 1999 and after surshyveying members and volunteers during the past AirVenture it has been decided to shift the dates for AirVenture by one day making it now a Tuesday through Monday event In 2001 EAA AirVenture will take place Tuesday July 24th through Monday July 30th Based on the feedback we received the new schedule should better accommodate volunteers guests and vendors

Im looking forward to the change in the AirVenture schedshyule As a member and volunteer who attends the entire event it will make it easier to plan our trip and give us plenty of time to work our way home after AirVenture

AirVenture 2000 is now part of this past summers memshyories and we sure had a great time Were you there in Oshkosh Lots of fun a little rain cool temperatures and great airplanes and airplane people all added up to a wonshyderful week

Total attendance was down a bit for the event and there may have been a number of reasons Gas prices and the weather while generally good in the upper Midwest was poor for some people trying to fly in during the early part of AirshyVenture Quality seems to be the hallmark of the airplanes that did make it here in our area and those of the homebuilt warshybirds and ultralight airplanes It was quite a week

We had about the same amount of airplanes in our area with a marked increase in Contemporary airplanes While we were down on Antique airplanes the judges told me that the airplanes we had were of outstanding quality

Ill have plenty more to write about concerning the 2000 edition of AirVenture in next months column

I was reading an article in the Summer 2000 issue of Sportsshyman Pilot magazine and Id like to share it with you Jack Cox publisher and editor of this wonderful quarterly magazine wrote about V AA chapter 3s efforts to increase attendance at their fly-ins Weve all noticed that people dont seem to stay at fly-ins as long as they used to Weve all wondered why and as usual Jack has skewered the truth With his permission heres what Jack wrote

II bull bullbull This is a problem facing fly-ins all over the country today lilt appears that it is not a matter ofa lessening of interest in

homebuilts and vintage airaaft but rather that there aresimply so many more activities competing for peoples time these days The times they are indeed a changin-and all ofus have to cope as best we can

For us diehard enthusiasts who will never give up our love for avishyation and the kindred spirits who share our affliction it was business as usual however The same little groups were to be found sitting under wings taking airplanes or out wandering up and down the parking lines admiring the showplanes and talking to their ownshyers For us little changes - we just keep enjoying the same 01 same 01 year after year There are always newly built or newly restored airplanes to pique our interest and an occasional newcomer to take into the fold but how much has really changed in the past halfcenshytury sinceEAA VAA and AAA were formed

Maybe thats really the crux of the matter With all the dramatic and often traumatic upheavals weve seen in our way oflife in the past halfcentury perhaps it should not be surprising that there is a certain comfort level in being able to sit down under an airplane wing occasionally and ramble on about our favorite things with someone who feels the same way about them we do The older we get I think the more we tend to appreciate such simple pleasures and in the context ofour current ever-mare-frenetic world just how precious and inevitably transitory they really are

There is one cold hard fact of life in all this we have to acknowlshyedge though There is not now and there never will be again a generation that has the same passion for aviation that those of us have who were born in roughly the first halfofthe 20th century We grew up at a time when being a pilot was the most exciting heroic thing a person could do-a time before astronauts rock stars and dotcom instant billionaires When we open our hangar doors and see our airplanes waiting there we experience emotions based on memories attitudes and experiences that are ofa different time and a different cultural context We cant expect younger enthusiasts to see the world and aviation precisely the same way we do so if it is the fate ofour sport aviation world to be inaeasingly caught up in a struggle by competing interests for everyones time we simshyply have to roll with the punches Those ofus who are so inclined can still go to the fly-ins early and stay as late as we please and those who can only spare a day in their schedule can do that Theres really nothing to be gained by getting worked up over the sitshyuation - lets just all enjoy whatever time we can spend together whether its a weekend a day or just a few hours

Enjoying time spent together-isnt that the pOint more ofshyten than not Think back to your favorite fly-in memories If youre like me Ill bet the best part about it was the friend you saw or the old buddy you hadnt seen in years

Ask a friend to join the Vintage Aircraft Association Reshymember we are better together Join us and have it all

VINTAGE AIRPLANE 1

EAA AIRVENTURE 2000 VAA AWARDS

ANTIQUE

GRAND CHAMPION John Swander De Soto KS Waco UEC (NCI2471)

RESERVE GRAND CHAMPION Densel Williams Jackson MI Aeronca Chief (NX22378)

SPECIAL AWARD - JUDGES CHOICE Delta Airlines Inc Atlanta GA Doushyglas DC-3-G202A (N28341)

CHAMPION - CUSTOMIZED AIRshyCRAFT Richard Ash Piffard NY Waco UPF-7 (NC29303)

RUNNER UP Mark Gulbrandson Prior Lake MN Waco UPF-7 (N39748)

OUTSTANDING Charles Davis Washington Island WI Waco YQC-6 (NCI6009)

CHAMPION - TRANSPORT CATEshyGORY Greg Herrick Jackson WY Stinson Trishymotor (N11153)

TRANSPORT RUNNER UP Delta Airlines Inc Atlanta GA Travel Air 6000 (NC8878)

CHAMPION REPLICA AIRCRAFT Jim amp Drew Jenkins Waquoit MA Gee Bee E (NC856Y)

REPLICA AIRCRAFT RUNNER UP Roy Redman Faribault MN Waco Tashyperwing (NX5HX)

CHAMPION WWII MILITARY TRAINER OR LIAISON AIRCRAFT Ken Barnes San Leandro CA Stinson L-5E (N31858)

WWII ERA (1942-1945) CHAMPION WORLD WAR II ERA 1943-1945 Jim Jones Newton lA Meyers OTW (N34323)

OUTSTANDING OPEN COCKPIT BIPLANE Dan Haas Galesburg IL Boeing A75N1 (N40lDB)

RUNNER UP Mark Haag Houston TX Boeing E75 Stearman (N99AN)

OUTSTANDING CLOSED COCKPIT BIPLANE Archie Lane Cypress CA Beech D17S (N67736)

CHAMPION SILVER AGE (1928-1932) Jack Tiffany Spring Valley OH Davis D1W (NC854N)

BRONZE AGE (1933-1941) CHAMPION BRONZE AGE (1933shy1941) Kent and Sandy Blankenburg Groveshyland CA Lockheed 12A (N99K)

OUTSTANDING CLOSED COCKPIT MONOPLANE Max Davis Waconia MN Stinson Reshyliant SR-6A (NCI5 127)

OUTSTANDING OPEN COCKPIT MONOPLANE William Rose Barrington IL Ryan ST-A Special (N17368)

OUTSTANDING CLOSED COCKPIT BIPLANE William Nutting Prescott AZ Waco SRE (N1252W)

RUNNER UP David Stark Weatherford TX Stinson SR-9F (NI8425)

CLASSIC

GRAND CHAMPION Thomas J Hammer and David Liebeshygott Clearfie ld PA Piper j3C-65 (N6697H)

RESERVE GRAND CHAMPION Michael Greenblatt Midland GA Twin Beech D-18S (N2913B)

BEST CLASS I (0-80 HP) James Zangger Cedar Rapids lA Tayshylorcraft BCl2D (NC94953)

BEST CLASS II (81-150 HP) Sydney Cohen Wausau WI Ercoupe 4150 (N94196)

BEST CLASS III (151 -235 HP) Mark Ohlinger Akron OH Bellanca 14-13-2 (N86937)

BEST CLASS IV 236 HP amp UP Charles Luigs Bandera TX Cessna 195 (N9836A)

BEST CUSTOM CLASS A Carol Cansdale Eden Prairie MN Piper J-3 (N7072H)

BEST CUSTOM CLASS B Ellis Clark Bath MI Piper J-3 (N6615H)

BEST CUSTOM CLASS C Hal Cope Spring TX Globe Swift GC1B (N3303K)

BEST CUSTOM CLASS D Ronald Judy Gate OK Navion (N8915H)

BEST AERONCA CHAMP Melvin Vorbach Romney WV 7EC (N4306C)

BEST AERONCA CHIEF Wilbur Hostetler Marion IN llAC Chief (NC9659E)

BEST BEECHCRAFT W Roberts Fremont CA Beech C35 (N1808D)

BEST CESSNA 120140 Robert Lidster Mesquite TX C-140 (NI872V)

BEST CESSNA 170180 Paul Applegate Queen City MO Cshy170B (N2548D)

BEST CESSNA 190195 Ron Karwacky Riverside CA C-195 (N3089B)

2 SEPTEMBER 2000

BEST ERCOUPE Alan Cuthbert Dowagiac MI 415-C (N93512)

BEST LUSCOMBE jerry Cox Mattoon IL 8F (N1947B)

BESTNAVION Andrew Woodside Pickerrington OH (N4448K)

BEST PIPERJ-3 William Hogan North Little Rock AR j3C-65 (N92611 )

BEST PIPER OTHER Curtis Cumberland Woodbine MD PA-20 Pacer (N7403K)

BEST STINSON William Smith Long Beach CA 108-1 (N97979)

BESTSWIFf Duane Golding Marion TX Globe B (N80626)

BEST TAYLORCRAFT john Knight jackson Ml BC12-D (N96035)

BEST LIMITED PRODUCTION Duane Peters Anchorage AK DeHavilshyland Beaver (N73Q)

CONTEMPORARY GRAND CHAMPION Steve Koshar Coloma MI Cessna 172 (N3626L)

RESERVE GRAND CHAMPION john Morriso Collierville TN Bellanca 14-19-3 (N8856R)

OUTSTANDING CUSTOMIZED Ronnie Cox Newnan GA Piper Coshymanche 250 (N7930P)

OUTSTANDING IN TYPE BEECH SINGLE ENGINE Thomas Schoder Modesto CA Beech Bonanza H-35 (N5487D)

BEECH MULTI-ENGINE Cody Welch Linden MI Beech H-18 (N6000M)

CESSNA 1 70 1721 75 Charles Papas Crown POint IN Cessna 172 (N7612T)

CESSNA 180182210 john Voninski Manlius NY Cessna 182 (N2435G)

CESSNA 310 Leonard Rennie Glenn Dale MD Cessna 310 (N31OjT)

PIPER PA-22 TRI PACER j DAmico Mount Airy MD PA-22 (N7455D)

PIPER PA-24 COMANCHE Clifton Davis Elida OH PA-24 (N5271P)

UNIQUE AIRCRAFT Bob Luskin Long Beach CA Cessna 175 taildragger (N9300B)

LIMITED PRODUCTION jack Arthur Des Moines lA Forney (Ershycoupe) (N3044G)

CUSTOM CLASS I SINGLE ENGINE (0 -160 hp) james Douglass Kennedyville MD PA 2022 (150 hp) (N6043D)

CUSTOM CLASS II SINGLE ENGINE (23 1 HP amp HIGHER) David Bennet Colorado Springs CO Cessna 21O-B (N21OEA)

CLASS IV MULTI ENGINE jim Simmons Nashville TN PA-23 (N3294P)

SEAPLANE AWARDS

GRAND CHAMPION Mark Taylor Riverdale IN Grumman Widgeon G44A (N350GW)

OUTSTANDING METAL Craig Burggraf Grand Rapids MN Cessna 180j (N410CE)

OUTSTANDING FABRIC FLOAT PLANE Steve Petrich Mound MN Aeronca 7AC (N84609)

VAANEWS compiled by HG Frautschy

GRASSROOTS GATHERING TOUR

Tom Poberezny President and Chief Executive Officer of EAA is taking his message to fellow EAA members this fall with a six-stop Grassroots Gathering Tour Folshylowing the success of the spring meetings held in Wheeling Illinois and Fairfax Virginia additional gathshyerings have been scheduled for the following dates Monday September 25th Arlington Texas Tuesday Sepshytember 27th Dallas Texas Tuesday October 17th San Jose California Wednesday October 18th Long Beach California Tuesday Novemshyber 14th Tampa Florida Wedshynesday November 15th Orlando Florida

Exact times and locations for the gatherings are still being determined For the latest information check EAAs web site at wwweaaorg

If youve wanted to find out more about EAA programs and services EAAs position on key issues or you wanted to ask questions or give feedshyback to EAA president Tom Poberezny the Grassroots gatherings are your opportunity to do so We look forward to seeing you there

THE COVERS FRONT COVER The Fokker Universal restored by Clark Seaborn for the Western Canada Aviation Museums collection is a faithful reminder of CF-AAMs days as a working bush airplane in Canadas interior EAA photo by Jim Koepnick shot with a Canon EOS1 nequipped with an 80-220 mm lens on 100 ASA Fuji Provia slide film EAA Cessna 210 photo plane flown by Bruce Moore

BACK COVER The Fokker Universal was designed specifically for the North American market by Robert Noorduynand was built by the Atlantic Aircraft CompanyThe cabin accommodated four fare-paying passengers The 1928 model had an enclosed pilots cockshypit and increased horsepower John Underwood collection

VINTAGE AIRPLANE 3

PIPER 0 WINDOWS

Dear HG Sometimes an obvious simple

mechanical cure isnt what it seems to be Reference your page Type Club Notes in the August 2000 isshysue of Vintage Airplane Clyde Smith ]r advocates drilling a hole in the bottom of D type side windows in all Piper taildraggers to prevent rustshying in the lower window channel If this is done a more serious long range problem will develop as the water will drip or flow on the inside of the fabric down to the lower longerons and flow to the aft end of the tail hence rusting out this imshyportant structural member

A more positive cure for this problem is to initially set the plexishyglass window in a butyl rubber compound when affixing the winshydow aft in the channel This compound which comes in strips (Th e example sent measured 716xl16-Editor) is easily gotten at a local plate glass window store for literally pennies The product is lishyable at all temperatures never hardens and is guaranteed for 20 years I used this compound when setting all the plexiglass windows on Miss Pearl and no leaks have deshyveloped since installation

Another helpful hint is to use wooden cuticle orange sticks to trim the excess rubber around the marshygins of the windows to prevent scratching of the plexiglass (Walshymart has this item ) I would not advise a silicone rubber application as it will cement the window in place

4 SEPTEMBER 2000

and it will be very difficult to extract the window at a later date Please point these suggestions out to the Piper taildragger own ers as our planes must have a safe longevity in order to stay in the air without strucshytural problems

Frank Sperandeo III Piper N3383A Fayetteville AR

THE END OF THE MV-1 STAR FLIGHT

Greetings I just received m y August

Vintage Airplane and was amazed that the aircraft piCshytured on page 8 was the airplane that I had taken piCshytures of in May of 1993

While traveling on vacashytion in the lower Louisiana

area I saw a sign with directions to the Wedell-Williams museum I am one of those who has to check out all aviation museums and airfields You never know what you might find at one of these places

The enclosed photos will show what I found at the museum in Patshyterson Louisiana What a mess The aircraft was in such a state that it was difficult to tell what kind it was

Best Wishes Brooks Lovelace ]r Albany GA

The one and only Monsted-Vincent MV-1 Star Flight was badly damaged by hurricane Andrew in 1992

bull I ears

att Outer Marker

The707

Pan American once again the leader and again the pioneer had placed the first industry

order with Boeing Aircraft Company for seven Boeing 707s with options for many more In 1958 Jack Ryan and I were assigned to Pan Amerishycans initial 707 ground school at New York and felt very privileged to be in the first group of pilots to reshyceive 707 flight training This training was most extensive with all of it being given on the airplane itshyself Our flight instructor was Jim Gannett of Boeing who later headed up Boeings supersonic transport program

Was this new machine just anshyother airplane Indeed it was not

Despite later to come flight simushylator training which very effectively developed necessary familiarity with the cockpit cockpit operating proceshydures and operating check lists for many years thereafter an average of

22 hours on the airplane itself after simulator was required for very exshyperienced airline pilots These airmen long accustomed to proshypeller driven aircraft and the docile characteristics of straight wing airshyplanes had to adapt to the very different and often unforgiving charshyacteristics of this new swept wing jet powered airplane

In many many instances the posishytioning of hands and feet to produce an aircraft response to control inputs were very different and much unshylearning was necessary

An early industry problem to surshyface was a rash of short-ofshythe-runway threshold touchdowns caused by the airplanes very differshyent glide characteristics during a landing approach The pilot of a proshypeller-driven airplane if a bit low on final approach by merely adding a small amount of power could inshycrease the flow of propeller air over a

large portion of the wing behind the propellers with the direct result an immediate increase in the wings lift even prior to speed being gained or vice versa if power was reduced This resulted in the airplanes being litershyally lifted back toward the desired descent profile with a minimum change in the airplanes pitch attishytude and use of power for landing approach glideslope control was quite effective But it took a while for many airmen to become really conshyvinced that these old techniques would not work on the jetliner where the jet engines were mounted on pods suspended far below the wing and where thrust changes in themshyselves had no effect whatever on wing lift

And where the conventional straight wing airplane was very tolershyant of yaw or skidding flight the swept wing airplane very definitely was not and there were several early

by Holland Dutch Redfield VINTAGE AIRPLANE 5

incidents and accidents I believe almost all of them during pilot training in which airplanes got in deep trouble because they were flown in conditions of excessive and uncorrected yaw When thus triggered and whether the yaw deshyveloped gradually or rapidly the subsequent snap rolls were of such violence as to cause severe strucshytural damage and in almost all cases ended up with the airplane inverted

My friend Jack Ryan particishypated in what was probably the first of such incidents A between trips layover airplane was being pishylot trained in the vicinity of Paris France and Jack was conducting a training demonstration of the minshyimum speed at which directional control can be maintained with two engines at idle on one side and very high thrust on the other two engines Up to that time it was a required demonstration

The early 707 models had an unshyboosted rudder and to protect the vertical tail surfaces from damaging pilot rudder inputs at higher speeds force limiting springs were placed in the rudder actuating system between the pilots rudder pedals and the big rudder itself

During the Paris demonstration the rudder was fully deflected but as the demonstration proceeded speed slowly increased causing the forces in the rudder actuating system to build up in excess of the values proshygrammed into the force limiting springs at which pOint they released with the result that the rudder very suddenly blew down and centered despite the still held full pedal deflecshytion This caused the airplane to yaw sharply then snap violently to an inshyverted position

At that time the trainer was at 9000 feet and fortunately had some wing flap extended From inverted flight the nose fell and the plane beshygan to spin Jack well experienced in aerobatics was able to stop the spin and recover at about 2000 feet

6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner

As the airplane was leveling off over the farmlands of France Herb Seilshyberger the flight engineer shouted Weve lost No 4 engine Jack replied Well lets get it going again Herb yelled back No no I mean it fell offl

The flight was closer to better reshypair facilities in London so the crippled airplane was gingerly flown there and safely landed Inspection showed that besides No4 engine beshying no longer there that No3 engine was hanging by little more than the skin of its cowlings

An early Pan American 707 came very close to disaster while making a transatlantic crossing during the airshycrafts introductory phases into airline service

Pilot contracts covering pay working conditions etc had not yet been signed and delivery of the industrys first 707 to Pan American was impending In the Companys upper management it had been hoped that agreements might be arshyrived at in time that the 707

inaugural flight could be flown on the anniversary of the airlines first flight

Corporate Officer Waldo Lynch an airman on the pilots roster himself proposed to Juan Trippe president of the airline that until such time as signing of the pilots contract could in fact take place that the many supervisory pilots throughout the airlines system could easily be qualified on the 707 thereafter operating the new jet liners as administrative personshynel Captain Lynchs proposal was quickly approved and impleshymented on a crash training program

The inaugural 707 flight was flown as scheduled New York to London on October 26 1958 with Captain Sam Miller Chief Pilot of the airlines Atlantic Division as pishylot in command and Captain Waldo Lynch performing the dushy

ties of First Officer Thereafter the newly and hastily qualified 21 adshyministrative airmen operated the airlines 707 schedules between New York London Paris and Rome while contract negotiations dragged on for the next 14 months

It was a few months following the inaugural flight that Captain Lynch was scheduled in command of Pan Americans flight 115 from Paris to New York with the flight leaving Paris at six in the evening Captain Sam Peters Chief Pilot of the Pacific Division was assigned as First Officer

Meeting the crew of the incoming flight from New York Lynch was adshyvised that the trip on the eastbound crossing had been unable to commushynicate with Keflavik on Iceland due to aurora borealis radio interference and although Keflavik was much preferred as a westbound fueling stop and because Pan Americans first airplanes were short range it was decided to land at London for a quick topping off of the fuel tanks thereafter proceed ing London to Gander Newfoundland for another

refueling before continuing on to New York After a 12 minute turnshyaround at London the flight was fueled and again airborne and a short while later reached its initial cruising altitude of 29000 feet The 707 had flight plan clearance to later climb to higher altitudes as fuel consumption produced lighter gross weights

Weather reports indicated a large low pressure area with heavy snowshystorms along the flights normal route so the course purposely flown took Flight 115 somewhat south of its normal track with a turn back toshyward the north anticipated about 600 miles from Gander

At cruising altitude the 707 was in and out of cloud tops with its associshyated moderate turbulence and concerned with the comfort of his passengers Captain Lynch re-cleared to 35000 feet where they were on top of the weather and in smooth

ahead of flight plan In on the discusshysion and seated in the observers seat directly behind the captains seat was Flight Dispatcher Tom Mackay out of the New York flight dispatch center As part of his duties Mackay was obshyserving the companys new aircraft in line operation

Satisfied Captain Lynch walked back through the open cockpit doorshyway This was prior to the FAA regulation that airliner cockpit doors in flight remain closed and locked due to later-experienced hijacking problems It was necessary only that a small felt-covered rope be unshyclipped for crew members to leave or enter the cockpit

The copilot now alone in his forshyward pilots position huddled head down in the dimly lit cockpit studyshying his fuel charts A few minutes later his earphones pressed tightly to his head he endeavored at the

encountered the flights Purser who was just finishing up dinner service As he asked him how the after dinshyner cabin clean-up was progressing he was again aware of the gradual inshycrease in the planes speed Then as he turned back toward the cockpit passengers seated in the forward lounge area asked about New York weather and the flights approximate arrival time Waldo did not wish to cut them short despite now feeling mounting apprehension about the still gradually and steadily increasing and uncorrected aerodynamic airstream noises He did not think of the plane possibly being in an ever steepening dive

In response to his passengers question Captain Lynch temporarily perched on the edge of the forward lounge seat facing aft From this poshysition he could see through a cabin window and out over the airplanes

But in the meantime in the dark and unnoted the autopilot had silently disengaged

air Shortly after the change in altishytude Flight lISs navigator advised the crew that it was time to change course to Gander Using the engaged autopilot a gentle turn to the right was made

Captain Lynch had not left his cockpit position since departure at Paris and now wished to stretch his legs and make use of the lavatory Shortly following assumption of the new course he slid his cockpit seat full aft and unbuckled his seat belt Stepping aft he checked with Flight Engineer George Sinski seated on the right side of the cockpit directly beshyhind the pilots how the flights fuel burn was progressing and what fuel remained He then turned to the opshyposite side of the cockpit reviewing briefly with Navigator Laird the flights estimated arrival time at Ganshyder ground speed wind etc and he was advised they were a few minutes

scheduled time to read and copy weather observations along the flights westbound route on the stashytic-ridden high frequency receiver But in the meantime in the dark and unnoted the autopilot had silently disengaged permitting the airplane over a period of many minshyutes to very gradually and very gently enter a very slowly steepening diving turn

Back in the lavatory Captain Lynch sensed a slight increase in the airplanes airspeed evidenced by the 600 mile per hour whistling airstream sounds streaking along the planes outer skin He believed this was probably due to the now someshywhat lower gross weight because of fuel burn-off but he also wondered why the cockpit crew did not reduce thrust in compensation as he had done previously on the flight

Stepping outside the lavatory he

left wing which was in near level flight as evidenced by stars visible above the wing He hastily apprised the passengers of New York weather that ceiling and visibility were at apshyproach minimums but that no problems were anticipated and the flights arrival time at New York would be quite close to that schedshyuled Then before he was able to respond to another question and reshyturn to the cockpit he suddenly felt heavy aerodynamic buffeting in the airframe and a glance out the winshydows showed the left wing rising rapidly with its tip pOinted toward the stars At the same time a powershyful yawing motion abruptly threw him onto the floor in the planes aisleway

Back in the cockpit the first indishycation of trouble was the frantic ringing of the Mach airspeed warnshying bell Captain Peters in the

VINTAGE AIRPLANE 7

copilots seat quickly took over and attempted to recover from the now steeply banked diving turn but he was faced with two big problems First later research showed that at very high Mach if rudder and aileron control is applied as in this case to level the wings with rudder possibly applied in excessive amounts in response the airplane either will not roll at all or will posshySibly roll in a direction exactly opposite to the aileron and rudder being applied Second at high Mach the center of pressure on the planes wing is caused to move rearshyward making an already diving accelerating airplane more and more nose heavy

Unlike the preceding generation of propeller aircraft which had a fixed bolted-into-position stabilizer (the horizontal surfaces on the tail forward of the trailing moveable eleshyvators) this new generation of jetliners was eqUipped with an adshyjustable stabilizer designed to minimize drag while still providing a normal means for cockpit crews to achieve hands off longitudinal trim of the airplane These very large stabilizing surfaces were normally positioned by an electric drive sysshytem and caused to change position by means of thumb switches on the pilots control wheels At very high speeds however under conditions of excessive elevator inputs it was known that the stabilizer drive sysshytem could be loaded up to the point where its drive motor would stall out and the stabilizer position could not be changed no matter how despershyate the situation In case of complete drive system failure the system was designed so the stabilizer position could be adjusted manually if necshyessary by actuation of hand cranks in the cockpit

Back in the main cabin Waldo somehow was able on his hands and knees to claw his way forward along the cabin floor back under the felt covered rope and into his left pilots seat As he worked his way past Engineer Sinskis position

8 SEPTEMBER 2000

George shouted Waldo power is still at cruise setting As Waldo crashed into his chair he immedishyately slammed the throttles closed while shouting to NaVigator Laird who had traded pOSitions with Disshypatcher Mackay during his absence Strap my belt on for me Lynch never was able to slide his seat forshyward to its normal position nor was he able to pull his feet from alongside the pedestal up onto the rudder pedals Although the flights cruising altitude had been at 35000 feet as Lynch took control the airshyplanes plunge was taking it through 17000 feet

Waldos attitude horizon the prime instrument for precise presenshytation of the airplanes wings level or climbingdiving attitudes had long ago tumbled and now flopped in a random useless fashion His Turn Indicator a very basic nonshypreCise back-up instrument of flight showed a full right deflection as disshyplayed on its fully displaced turn needle The altimeter was unwindshying at a frightful rate Clunk clunk clunk per thousand feet almost as fast as it can be spoken and the airshyspeed indicator was totally off scale at 400 knots Due to Waldos far aft seat position his Mach meter could not be seen

On the other side of the cockpit the buffeting was so severe that a gray plastic decorative shield also providing indirect instrument lightshying for the copilots panel had shaken loose and fallen down obshyscuring copilot Peters instruments besides depriving him of vital instrushyment lighting Peters eyeglasses had fallen to the floor and his earphones had fallen down over his shoulders His desperate control wheel inputs had bloodied his hands

At the engineers panel the powshyerful shaking of the airframe had tripped the field relay on number three generator supplying the Essenshytial Electrical Bus which in turn supplied power to the captains flight instruments radios and cockpit lighting Only minimal cockpit

lighting was thus available on Lynchs panel from emergency sources and Engineer Sinski under the diving turns centrifugal loads was simply unable to raise his head to see nor was he able to raise his arm in order to actuate necessary switches on his panel to correct this

As Waldo took the controls his first action in the black of night and with the airplane now in heavy cloud was to attempt to level the wings and this by reference to his only usable panel instrument the turn indicator This successful action momentarily relieved the turns G loads and at this point Engineer Sinshyski was able to reach up and quickly restore power to the Essential Electrishycal Bus thus again providing normal cockpit lighting

Noting that the stabilizer indishycated full forward (nose down) and feeling a desperate need to be of asshysistance in a very desperate situation Sinski released his seat belt and careshyfully edged his way forward from his engineers station to a position where he straddled the pedestal beshytween the two pilots seats Here with superhuman effort he began a turn at a time hand cranking the stashybilizer toward a nose-up position (Boeing engineers later reported that hand cranking under the air loads being experienced would be imposshysible for one person to overcome)

NaVigator Laird seated behind Lynch shouted Captain were goshying through 8000 feet Waldo realizing that it was now or never applied all the strength that he could muster into a tremendous backward pull on the control yoke and while doing so he was not able to even brace his feet against the rudder pedshyals because they well still behind him alongside his chair

Boeing engineers later estimated that 67 Gs were imposed on the airshyframe as a result of Waldos last minute desperate pull The airplanes beautifully swept wing which not too many moments before had only

-continued on page 26

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Dear Buck It was good to talk to you the other day I need a 1918 D3-A

Mercedes engine for my Fokker DVII replica I have a new Wolf propeller made by Guy Watson

The DVII Fokker as shown in the p ictures is completely hand-crafted from German draWings done in Metric scale

At this time Im making the fuel lines and hand pressure pump fittings and tubing All the instruments are 1918 Gershyman Bosch New wheels are being made at this time The fabric is from Belgium and I expect it here any time I need either a Mercedes or BMW engine to complete the project and I dont want to accept a modern substitute

I do appreciate any and all help to locate such an engine Thank you Richard R Enos Santa Maria CA 805922-4063 or 739-1025 (Shop)

Take a look at the magnitude of the work and the sharp workmanship Richard has put into his Fokker project Hopeshyfully one of you out th ere can help him find that elusive Mercedes or BMW engine

Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9

Fokkers talented staff creates a back country workhorse

Anthony HG Fokker was not the most popular aviation pershysonality in the early 20s

Fokker a Dutchman had thrown in with the Germans in 1914 He was widely perceived to be a war profishyteer and indeed had been one of the few major suppliers of the Kaisers air service to survive with his industrial base more or less intact and plenty of money in the bank

Within a matter of months after the armistice Tony Fokker was back in business in his native Holland manufacturing aircraft His surreptishytious departure from Germany which involved marshaling no less than six trainloads of contraband materials tools engines and 220 unfinished aircraft was a classic piece of international subterfuge An ex-fighter pilot Capt Hermann Goshy

ering helped with the arrangements The future Reichsmarshall equipped with a pacified Fokker DVII would be Fokkers sales representative in Scandinavia for a year or more

Fokkers detractors have alluded to a secret 1922 agreement between the manufacturer and the new Gershyman government wherein that government would have first call on Fokkers serv ices in th e event of another war This of course was long before Hitler came to power and th e idea of another war was anathema to almost everyone Nevertheless a German-Soviet pact mainshytained a clandestine Luftwaffe on Soviet soil Fokker supplied most of its equipment

The secret of Fokkers success was his genius for hiring talented people He had picked the right engineers and designers such as the gifted Reinhold Platz a welder who rose from the ranks and Walter Rethel

whose mas-

By John Underwood 10 SEPTEMBER 2000

terpiece would be the Messerschmitt Bf 109 This team created air craft that were among the best availshyable anywhere in the world

Fokker himself though no engishyneer had an instinctive undershystanding for what was technologishycally correct He was a superb pilot and did much of his own test flyshying Fokkers brilliant demonshystration flying and masterful salesshymanship was a combination that invariably spelled success That and the fact that he was not averse to cheating to make a good perforshymance look even better on paper

Fokkers warplanes were far supeshyrior to anything available in the United States which had precious little expertise in the production of combat aircraft The air service had been equipped exclusively with French English and Italian aircraft during 1917 and 1918 Indigenous designs were regarded as unsuitable for combat for a considerable period of time thereafter

Fokker fighters remained in sershyvice well into the 20s both in Europe and the United States which had acquired 50 highly esteemed DVIIs for the military In addition the army and the navy procured small quantities of postwar Nethershylands-built Fokkers These included fighters such as the PW-5 CO-2 obshyservation craft and T-2 transports one of which made the first nonstop coast-to-coast crossing of the United States in May of 1923

The T-2 was a stretched version of Fokkers FI1I commercial aircraft which had evolved from a prototype built in Germany in the immediate postwar period and spirited to Hol-

Fokker escorting Kingsford-Smiths world girdling Southern Cross in a borshyrowed Monocoupe July 1931 He was fined $500 for performing stunts with a passenger (Pushka) and having no certificate Fokker had never troubled himself to apply for any certificate after earning German FAI License No 88 in 1911 The fine was rescinded when Fokker presented his newly acquired US private pilots certificate in September

Tony Fokker shown in a 1912 Spin (Spider) He built and flew his first monoshyplane in 1910 at age 20 He moved to Germany (Johannistal) in 1912 to seek his fortune becoming a naturalized citizen in 1917 Fokker later became a US citizen and lived in Nyack NY when he died of complications following minor surgery in December 1939

land on the qt The FIII with its comfortable passenger cabin (pilots preferred to remain in open cockshypits) quickly found favor with Europe s infant airline industry which included KLM and DVR the forerunner of Lufthansa Fokker on one of his early US visits brought two FIIIs to test the North American market

There was strong resistance to the importation of foreign aircraft parshyticularly anything Teutonic Fokkers modest success in selling aircraft to the US military was roundly critishycized from almost every quarter Why spend American dollars overshyseas when the aircraft industry at home was in dire need of what little business there was

VINTAGE AIRPLANE 11

The Fokker F-11 built at Schwerin in 1919 featured cabin comfort for six passengers Fokker adopted the full-cantilever wing in 1917

Wartime sentiments notwithshystanding Fokker had friends and admirers in the business world and in the US military One of them was Brig Gen Billy Mitchell assistant chief of the air service The upshot of this was the establishment of a comshypany at Teterboro New Jersey in a nearly new plant formerly occupied by the Wittman-Lewis Company builders of the celeshybrated Barling Bomber The venture funded largely by American investment became known as the Atlantic Aircraft Corporation

Fokker had an able assistant in the person of Robert BC Noorduyn a fellow Dutchman whose mother was English who would later manufacture the Norseman bush airplane in

12 SEPTEMBER 2000

Canada His mother was English Unlike Fokker Noorduyn had helped supply the Allies with aircraft during the war notably in the employ of Tom Sopwith and Sir WG Armstrong-Whitshyworth amp Co

Noorduyn had been an assistant to another Dutch designer Fritz Koolhoven at Armshystrong-Whitworth which led to a postwar hitch in the same cashypacity with the British

Aerial Transport Co which proshyduced the BAT monoplane fighter an ultralight monoplane called the

Fokker and Pushka Galanschikoff an early Russian aviatrix in 1913 Fokker sold her a Spider and fell in love Pushka fled the Russian Revolution lived in New York and performed pubshylic relations services for Fokker She aspired to fly the Atlantic in a Fokker but Earhart beat her to it

Crow and the FK26 transport a cabin biplane He was an engineershydesigner by training and a born manager with a full measure of fishynancial sense Noorduyn was named general manager and treasurer of Atshylantic Aircraft

Bob Noorduyns first production order was for 135 welded steel tube fuselages to rejuvenate the US air services dilapidated de Havilland DH-4 bombers The welded fuselage was largely a Fokker innovation and his welders were among the most skilled in the industry Many were Dutch imports themselves Indeed the language on the factory floor was as much Dutch-German as it was English

Commercial aviation was late in developing in the United States and Fokkers FIII transport which was widely used in Europe by KLM and Lufthansa was a marketing disapshypointment Only two FIIIs were imported one of which found its way to Anchorage where the brothshyers Wien hoped to start an airline The other later belonged to a boot-

A lineup of Fokker DVlls still bearing German crosses at Kelly Field circa 1920 Peter M Bowers photo

The first Fokker Tri-Motor was created on short notice to compete in the 1925 Ford Reliabi lity Tour It was quite a sensation Variants pioneered the airways with WAE American and Pan Am

legger The lack of suitable landing facilities both in the Lower 48 and in the territories was a major obstashycle that had to be overcome

That situation began to change with the privatization of airmail which became the foundation for scheduled passenger services The Fords had foreseen the future of air transportation So had the Guggenshyheims whose funding for an experimental airline resulted in Western Air Express which began carrying a few passengers almost from the outset WAE would proshyfoundly affect Fokkers American sojourn

Ford aroused public interest by sponsoring the first Commercial Airshyplane Reliability Tour in 1925 The nationwide tour afforded millions of Americans the opportunity to see the latest developments in air transportashytion Fokkers marvelous FVIII3M Tri-Motor produced as an aftershythought and brilliantly demonstrated by its maker was the sensation of the event Reporter Cy Caldwell tongue-in-cheek called it the Fokker PubliCity Tour and Ford himself was so impressed that he bought the airplane and named it the Josephine Ford

Tony Fokker proud of his non-stalling 10-seat Fvll ai rliner had a gen ius for adopting innovative features such as the welded tube f uselage spl it -axle landing gear and full-cantilever wing well before the competition

VINTAGE AIRPLANE 13

The FIII introduced in the United States in 1922 needed better landing fields than were generally available at the time This one made profits for its owner by hauling Canadian bootleg

These developments created the climate for a viable manufacturing enterprise that began with the Fokker Universal designed specifishycally for the North American market Noorduyn and his technical staff which included chief engineer A Franc is Arcier a Witteman-Lewis h oldover from the Barling Bomber had formu lated specifications for a

five-passenger monoplane to be powered by a 200- hp Wrigh t J-4 Whirlwind

The Universal embodied the prinshycipa l characteristics of its Dutch predecessors with the exception of the wing which was semi-cantilever Heretofore Fokkers transports had featured cantilever wings innovative in themselves almost to the point of

being proprietary The Universals wide-track tripod landing gear also innovative would be widely emulated in the decade to follow

Up to that point Whirlwind production had been reserved exshyclusively for the military The availabilshyity of the J-4 and J-5 for commercial apshyplications greatly enshyhanced Fokkers proshyspectus for the Whirlshywind was eminently reliable The Univershysal first flown in

October 1925 had come to fruition in the remarkably short gestation period of two months It was an immediate success

Colonial Air Transport acquired the first of three Universals early in 1926 Edd ie Hubbard a pioneer airshymail contractor became Fokkers distributor in the West Eddie flew up and down the Pacific Coast ag-

Hermann Goering last commander of the famed Richtofen Flying Circus was at loose ends following the armistice He became Fokkers sales representative in Sweden before turning to politics This was his DVII demonstrator The cross on the fin has been painted over with white paint and the LVG guns have been removed while their cartridge chutes remain in place Its interesting to note that the biplanes engine is running but Herr Goering is nowhere to be seen

14 SEPTEMBER 2000

gressive ly demonstrating the Universal from Canada to Mexshyico This resulted in sa les to Pacific Air Transport and the Aero Corporation of California whose CEO Jack Frye was about to launch the ancestral beginnings of TWA

A gold rush in northern Onshytario near Hudson Bay brought the first of many Canadian orders Wes tern Canada Airways founded by Capt AC Doc Oakes co lshylected his first Universal at the factory on Christmas Day1926 during a heavy snowfall F-32 then the largest airliner in North America seldom carried profitable payloads and

was prone to distributing passenger equanimity when rear engines failed from overheatshywhich necessitated the installa- ing Only three F-32s were in airline service and they retired early tion of skis Oakes was so pleased with the Universal that he ordered two more on floats for with extensive arctic flying experishy invaluable asset to th e Universa l service in the gold-mining district ence Balchen lured to the United program and a great deal more WCA eventually had a fleet of 12 States by Cmdr Richard Byrds Early o n the Canadians found Universals promise of a flying job did much of themselves with severa l damaged

Fokker then hired Bernt Balchen the experimenta l testing at Tetershy aircraft Thi s was due mainly to a young Norwegian army aviator boro He would prove himself an harsh winter flying conditions and

pilot error It was a new kind of flyshying and everyth ing had to be learned the hard way Balchen a skilled mechanic as well as a pilot was loaned out to Western Canada Airways to oversee repairs and get their Universals back in service On his return he was named chief pilot

Whereas the Whirlwinds 200 to 220 hp had seemed sufficient for all practical purposes in 1925 it was not long before customers were agishytating for more horsepower and increased payloads No less a voice than Jack Fryes joined the chorus for more power Frye h aving bought out Hubbard was the new West Coast distributor For him the power issue was more a safety issue For mountain flying 220 hp just wasnt enough

On his way to Spokane for th e 1927 Nationa l Air Races Frye had aCCidentally flown up a blind

Bernt Balchen on indefinite leave from the Norweg ian air force became a Fokker test pilot and field service mechanic while awaiting arctic flying opportunities

VINTAGE AIRPLANE 15

Fokkers chairman James A Talbott who also presided over Richfield Oil traveled in style in this executive F-10A NC535E was often detailed to events to promote air-mindedness It conveyed thousands of first timers aloft during its four years with Richfield Florence Pancho Barnes sometimes spared pilot Jake Littlejohn at the controls

canyon while wending his way through the Cascades Lacking the power to extricate himself by climbshying out he had no option but to reverse course with a vertical turn The canyon was narrow and steep and the Fokkers wheels brushed leaves from a tree as Frye rolled out of the turn It had been a whiteshyknuckle affair one that Fryes passengers would never forget

A stretched version of the Unishyversal known as th e Universal Special appeared late in 1927 Powshyered by a 400-hp Wasp it had a larger wing but retained the semishycantilever feature The pilotS cockpit was also fully enclosed

(top right) The Fokker Super Universal introduced in 1928 carried six passenshygers It proved to be popular in Canada with bush operators thanks to its yearshyround adaptability on wheels skis or floats

(bottom right) A Universal on Hamilton floats built for the Cuban coast guard

16 SEPTEMBER 2000

with the windshield raked forward in the characteristic manner of later Fokker Tri-Motors This aircraft was a one-only production

The Super Universal which folshylowed differed mainly in having a new fully cantilever wing and reshyvised tripod landing gear attached to the wing spar The advent of the Sushyper Universal coincided with an expansion program and corporate name change Atlantic Aircraft beshycame Fokker Aircraft Corporation of

The Super Universal became Fokkers best-selling commercial airplane Eighty were built the last of which in 1931 many for Canashydian users Western Canada Airways had 13 In addition Canadian Vickshyers built 14 under license and the Japanese firm of Nakajima built 47 many of which were military C2N-1 utility airplanes Japan Air Transshyport with government subsidies permitting fares commensurate with railroad fares inaugurated pas-

Capt Edward V Rickenbacker as sales manager The company planned to build the giant fourshyengine 32-passenger F-32 at a new plant at Alhambra California but the airplane was neither ready nor the economy right for so capashycious an airplane Production had come to a virtual standstill when Fokker having divested himself of his shares returned to Holland in 1931

The advent of the Great Depres-

A master self-promoter Fokker never missed an opportunity to place his name before the public Richfields management held the majority of Western Air Express stock reequipping the airline with F-10s and F-14s They controlled the Fokker comshypanyin 1928 and 1929

America A new factory was built near Wheeling West Virginia and production of the Super Universal got underway early in 1928

The smaller Universal was reshytained as a companion model for several years mainly for charter opshyerators and private owners The enclosed cockpit became a fixture in 1928 and several engine options raised the horsepower range to 330 Altogether 45 Universals were built half of which were sold to Canadian operators either directly or indirectly as used aircraft

senger services with US-built Super Universals in April 1929 Some were float-equipped to better serve the isshyland empire

Japan by far the largest user of Fokker Universals supplied a numshyber of Nakajima-built aircraft to its puppet state of Manchuko which created the Manchurian Aviation Company Ltd in 1932 an extenshysion of Japans Air Transports Korean service

The Fokker Aircraft Corporation of America became an element of General Motors in May 1929 with

sion and a tragic plane crash in Western Kansas remembered as the Rockne disaster marked the beginshyning of the end of Fokker as a manufacturing entity in America General Motors reorganized Fokker as the General Aviation Manufacshyturing Company which was unprofitable and then sold the dishyvision to North American Aviation in 1934 Many of the skilled craftsshymen included in the transaction were Tony Fokkers countrymen Some would remain on the job into the jet age

VINTAGE AIRPLANE 17

Fokkers bush country workhorse

Aerial photography by Jim Koepnick ground photography by Leslie Hilbert

Early in 1929 the twenty-seventh Super Universa l earmarked for Western Canada Airways and

registered CF-AAM rolled out of Fokkers Teterboro assembly hangar Nobody knows for certain who was at the contro ls when the Wasp was cranked up for its maiden flight The customers representative sometimes carried out these duties which in the case of WCAir was usually Leigh Brintshynell Doc Oakes or Punch Dickins On this occasion however the pilot was almost certainly Bernt Balchens successor Max Holtzem

Balchen had thrown in with Byrd

18 SEPTEMBER 2000

for an Arctic expedition and Holtzem was doing nearly all of the Teterboro fly ing which included experimental and production testing Fokker himself had been doing some of the test tlying but hed cracked up a new Super Unishyversal in October while taking a checkride for a US pilots certificate It was his second serious accident in as many years Even Tony had to admit it was time to let others handle the test flying

Holtzem had joined Fokker at Tetershyboro in 1928 having given up a South American barnstorming operation They had met in 1917 when Holtzem

By John Underwood

was a test pilot for Pfalz Fokker had been much impressed with a show Max had put on with a speedy and agshyile new Pfalz It might have won the fighter competition had the twin-row rotary been equal to the task It quit at an inopportune moment and Holtzem unable to avoid a nasty crash had been trundled off to the hospital He had however walked to the ambushylance

Trained as a military pilot in 1913 Holtzem had been posted to a Taube squadron when war was declared in August 1914 Reconnoitering the front seemed a relatively tranquil way to

conduct the business of war There was a kind of camaraderie between airmen on both sides at first with salutations of one kind or another as they passed each other over the front lines Then someone took a pot shot at someone else with a revolver and soon the sky became as dangerous a place to be as the battlefields below

Holtzems engagement as a Pfalz test pilot was between two tours with fighter squadrons By the latter part of 1917 there was a greater need for exshyperienced pilots at the front so he was posted to a Fokker DVIII unit By the wars end he had downed four enemy airplanes Decades later as a retiree in California Holtzem liked to point out that his four victories had not been fashytal to the vanquished

Holtzem even in 1916 was fa mous for being able to walk away from crashes So was Doolittle a fellow test pilot But Holtzems military days were over and he saw no future as a flier in Germany so he migrated to South America to operate a flying circus Then came a job offer from Tony Fokker at Teterboro Production had begun to accelerate with the introducshytion of the Super Universa l and the F-lO which was being built at Wheelshying West Virginia

A 30-minute hop was usually enough to sort out any bugs and in the case of AAM there probably wasshynt much that needed attention The wing was jig built and little was reshyquired in the way of rigging adjustments There being no logbooks from that time we may assume that it was a routine test hop and that AAM was handed over to the buyerS ferry pilot on or about February II 1929

Western Canada Airways Fokkers sales representative for the Dominion resold AAM nine weeks later to Conshysolidated Mining and Smelting Ltd (Cominco for short) of Winnipeg Manitoba Canada The company had recently acquired a pair of de Havilshyland Moths in an effor t to make mineral exploration less arduous

Prior to this crews in the field had been obliged to travel by canoe on horseback and on foot when the roads petered out The Moths were a step in

(Top) Staggered seats in the cabin meant side-by-side seating could be had inside the Super Universal According to Punch Dickins there was a need for cockpit security even in 1929 to protect the pilots from smelly sled dogs and drunken prospectors

(Left) Shock absorption at its most maintainable the shock cords snub the impact of landing when acted upon by the sliding tube assembly

the right direction but they were short on payload AAMs mission was to sershyvice remote mining sites both as a freighter and personnel transport

AAMs pilot Ken Dewar had learned to fly in the RFC in 1917 His flight mechanic Bob Niven had trained at Pratt amp Whitney and knew the Wasp inside and out They would work as a team for the next five years during which timeAAM served as the flagship of Comincos growing fleet

The competiti on was doing the same thing and the airplane quickly proved to be a boon to the Canadian mining industry which was just openshying up Indeed it was the bush operations beginning to a large extent with Western Canada Airways that formed the basis for the scheduled air carriers that followed in the latter half of the decade Men like Dewar would become the first ge n eration to ply Canadas airways

Comincos business policy was get there first with the most and to hell with the competition There were the

occasional exceptions when humanishytarian considerations were involved

Late in the fall of 1929 Dewar and Niven were sent to aid in the search and rescue of eight missing prospecshytors working for another company This was the MacAlpine Expedition fielded by Dominion Explorers and equipped with two Fokkers The planes had failed to return to their base and the search for their crews became front page news for two months

AAM relayed fuel and supplies from the railhead to Fort Reliance the base of operations for the search The onset of winter and the remoteness of the area added to the difficulties Niven had to improvise an A-frame using lodgepole spruce to switch from floats to skis It was bitter finger-freezing cold

VINTAGE AIRPLANE 19

The search concluded successfully largely due to the lost partys own reshysourcefulness and help from the local Inuit but the cost in equipment was considerable Five aircraft were either seriously damaged or destroyed Dewar and Niven made their last trip out of Fort Reliance on December 4 1929 arshyriving at Winnipeg on the December 6 after an eight-week absence

AAM resumed Cominco business first at Prince Albert and then at The Pas where Dewar was involved in a forced landing in September 1930

most aircraft servicing facility AAM shared a shelter with another

Super Universal G-CASL which beshylonged to Canadian Airways The next morning the aircraft went their sepashyrate ways loaded with prospectors and mining gear Three months later CASL crashed in the vicinity of Yellowknife killing its three-man crew Fifty years later the remains of the one Super Unishyversal would facilitate the rebirth of the other

During 1933 and 1934 AAM served Cominco in the Germanson Lake re-

Dewar reported another accident in February 1934 This time AAM was on skis and they had frozen to the surshyface Efforts to free them were only half successful When Dewar applied power one ski slid forward while the other remained stuck The result was collapsed landing gear Such accidents though routine in bush flying could be catastrophic

CF-AAM based at Columbia Garshydens near Trail British Columbia in September 1934 where Ken Dewar and the Fokker parted company They

(Left) The utilitarian cockpit is basic VFR To the right of the center windshield strip is the mirror used to read the compass which is mounted on the bulkhead behind the pilots head The markings on the compass read backwards unless read in the mirror (Right) From a simpler time the pitot tube is itself an elegant sculpture

While on floats and with no open washyter in sight the Wasp quit Dewar dead sticked into a stubble field The ponshytoons dug in shearing the landing gear struts and AAM flipped over on its back The crew was badly shaken up and bruised but otherwise unhurt

The Fokker was dismantled and taken by rail to the companys shops at Trail British Columbia Six months later it was back in service again on floats after a test hop off the Columbia River

Cominco had mining interests at Great Bear Lake AAM newly equipped with a key and cope radio transmitter was sent there in March 1932 En route the crew spent the night at Fort McMurray the northern

20 SEPTEMBER 2000

gion of the British Columbia interior At this time Dewar saved an aspiring airline operator from certain ruin Grant McConachie a rather impetushyous young man with a natural talent for flying had been grounded His two Fokker Universals had been wrecked and his remaining aircraft a threeshyplace de Havilland Puss Moth had been repossessed

Four of McConachies clients were stranded at a remote gold mine near Two Brothers Lake They were starving Dewar rescued the prospectors one of which became McConachies partner and principal backer in United Air Transport which led to the founding of Yukon Southern Airlines a precurshysor to Canadian Pacific Air Lines

had been paired for five years Dewar subsequently joined Canadian Pacific Air Lines retiring in 1958

In October 1934 AAM was sold to George Simmons of Carcross Yukon Territory for $9800 Simmons doing business at Northern Airways sent his pilot Bob Randall to ferry AAM to its home base This was a lO-hour trip with three intermediate stops Carcross then as now was little changed from its turn of the century gold rush beginshynings but it had become a hub for rail boat and air transport to nearby minshying operations

Business was such that Simmons added a Ford 4-AT G-CARC to his fleet in March 1936 The Tri-Motor had belonged to McConachies burshy

geoning airline which was upgrading its equipment Eight hours of flying each day was not uncommon at that time and Randall the principal pilot sometimes logged 150 hours a month Both the Fokker and the Ford flew regshyular mail and passenger runs to Whitehorse Dawson City Telegraph Creek AtIin Selkirk Mayo and Teslin

In the spring of 1935 AAM was chartered by the National Geographic Society to support the Washburn Exshypedition whose mission was to explore and chart the St Elias Range This was a 2000-square-mile blank spot on the map of Canada and Alaska Piloted by Randall and Everett Wasshyson AAM proved indispensable during the 80-day expedition which was featured in the June 1936 issue of National Geographic magazine

On January 6 1936 Bob Randall flew a charter to Francis Lake in AAM It was a 2S0-mile trip with several passhysenger stops along the way and he remained there overnight The next morning he cranked up AAM for the return flight to Carcross It would be a one-minute flight and the journey itshyself would take months to complete

As Randall became airborne the heal of his port ski struck a hard snowshydrift snapping the forward restraining cable attachment This permitted the ski to rotate downward bringing the aft end up hard against the landing gear strut thereby creating enormous asymmetriC drag Randall could not maintain altitude and the toe of the disabled ski snagged another drift causing the aft section to break off when it struck the strut again The ski was now trailing upside down

Randall had no choice but to Land immediately as best he could on the remaining good ski keeping the port wing up as long as possible It was a sushyperb landing under the circumstances AAM had slowed well below flying speed when aileron control played out allowing the port wing to drop with sufficient force to severely damshyage the outboard half

There was no radio at Francis Lake and the ensuing six days of severe weather prevented any contact with the outside world Randalls young

Clark Seaborn Don McLean and Bob Cameron

wife expecting their third child began to fear the worst One can imagine her reshylief when after a week of silence a telegram arrived Bob was fine Inshydeed he would move on to a career with Canadian Pacific Air Lines retirshying as a 3SOOO-hour jet captain So would his twin sons who have also reached retirement A third son and two grandsons continue to fly for CPA

Nineteen thirty-seven was a bad year for Simmons and his partners Northern Airways other Super Univershysal CF-ATJ experienced a similar mishap at Francis Lake This left them with but one aircraft the Ford Tri-Moshytor and its days of usefulness were numbered Ford G-CARC had been damaged at Telegraph Creek in the previous November although it conshytinued in service for several months It was eventually grounded and placed in storage (It s currently awaiting restoration in Greg Herricks hangar but thats another story)

The Fokkers were repaired at Francis Lake under arduous conditions one wing at a time This was accomplished in subzero weather by thrusting the damaged wing through the window of a cabin large enough to accommodate the damaged section This took four men two months and both Fokkers were again flying in March In the folshylowing September AAM was ferried to Vancouver for a thorough recondishytioning

On December 51937 pilot Les Cook taxied for takeoff at Dawson City There was considerable snow on the runway and AAM was still on wheels The Fokker failed to unstick and the aborted takeoff resulted in mashyjor damage to the forward fuselage Simmons decided not to repair the agshying aircraft which by then had attained 32S0-hours on the airframe

The undamaged wing was shipped back to Carcross and eventually inshystalled on Northern Airways replacement Fokker CF-AJC which continued to provide yeoman service until 1942 In June of that year it was engaged in salvaging parts and equipshyment from four B-26s that had crash landed in a nameless valley after beshycoming lost on the way to Fairbanks Thereafter the location was known as Million Dollar Valley

On its last trip the Fokker diverted by weather landed on the Dezdeash River little more than a stream with nearly empty tanks After refueling a takeoff was attempted but the airshyplane struck an overhanging tree The result was a violent water loop into the riverbank The engine and fuselage were salvageable but the unwieldy wing was abandoned beside the river Thus ended the career of AAMs origishynal wing

Fast-forward four decades

A second-generation Canadian bush pilot Bob Cameron not yet born when the forgoing transpired had been aware of the remains of AAM for some time They were worth salshyvaging but Cameron didnt quite know what to do about the commushynity of hippies living at the site They might not take kindly to an inshytruder especially if they were raising a little pot with their carrots and beans

One day Cameron decided to make his move He and a friend went in with a helicopter hooked a cable to

-continued on page 27 VINTAGE AIRPLANE 21

commentary

Forced Landing Attitude One reason why flying can be more dangerous today than it was 7S years ago

By Denis M Arbeau

Flying more dangerous now than it was 75 years ago Thats silly you say I can understand why

you would feel that way Orville Wright did not sign your pilot s lishycense and you don t fly an old antique biplane with an unreliable 90-some-odd horsepower engine that may quit at any moment Your engine is highly maintained to the strict levels that common sense and safety require It is a basic relatively modern long-reliable design that has flown millions of safe hours in thousands of airplanes Modern airshyplane engines rarely fail In fact the vast majority of pilots today will never experience an actual engine failure in their entire flying career

In his short story The Snowflake and the Dinosaur from the book Gift of Wings Richard Bach wrote When you fly old-time airshyplanes you expect to have forced landings now and then Its nothing special its part of the game and no wise pilot flies an antique out of glidshying distance of a place to land In my few years flying Id had seventeen forced landings not one of which I

22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced

landing as seriously

as their pioneer

brethren did

had ever thought unfair for all of which I was more or less prepared But this was different The Luscombe I flew now was hardly an antique and had one of the worlds most relishyable engines Modern airplane pilots dont want to be bothered with such things as aerobatic trainshying and forced-landing practice Chances are rare that theyll ever stop or that a minor little linkage will break in half Because a forced landing is honestly quite unfair I began to realize that pilots get to

thinking it cant possibly happen Today most pilots from the time

they go to full throttle on takeoff unshytil the moment they turn off the runway are not mentally prepared to immediately deal with the chalshylenge of what they would do and where they would land if an engine failed Ironically it is because of the reliability of modern aviation enshygines that the vast majority of pilots are lulled into being unprepared

Ive given more than 10000 hours of dual instruction and have seldom seen pilots handle unexpected simushylated engine failures properly during training or BFRs Usually the first few critical seconds after all goes quiet are spent inactive in shock tryshying to deal with the fact that the unthinkabl e has happened The worst case scenario had come true When the pilot has not kept his conshytinuous plan for dealing with an engine failure in the back of his mind surviving the ensuing forced landing is 90 percent luck Ive seen it Time and time again

AIRPLANES DO NOT PLUMMET STRAIGHT DOWN TO THE

GROUND AFTER AN ENGINE FAILshyURE A pilot who is not mentally prepared to manage a forced landing will most likely panic and try to make the airplane do something it is not capable of doing In fact there is a group of Internet Swifters out there who will recall they were standing right next to me a few years ago at Shelter Cove Airport in Northern California when we were witnesses to a pilot reacting in just that way He took his wife two kids and least of all a very nice Stinson with himMost forced landings that end in fatalities are the result of the pilot stalling the airplane close to the ground in some panic-driven atshytempt to delay the inevitable It must be understood that when forced landings are accomplished with the aircraft under positive conshytrol even in impossible terrain the pilot and passengers have the best chance of survival

Am I telling yo u anything you didn t know Of course not you say Easy to say of course not when you sit safe and secure staring at this page But when you are lets say

500 feet in the air and the engine stops and you were not ready for something like this to happen how well do you think you are going to handle it Unless youre prepared you probably wont do very well

Sure sometimes we fly our airshycraft in situations andor over terrain where if the engine stops its going to be hard if not impossible to find a reasonably safe place to set the aircraft down It is our right and our decision to accept that risk should we choose to do so But not being mentally prepared to corshyrectly deal with the unexpected significantly increases that risk even over the most ideal types of forced landing terrain

Most instructors are good about teaching and practicing forced landshyings with their students The best ones even find a way to encourage those pilots that they can influence to practice these tasks with an inshystructor from time to time But many overlook development of that ALL THE TIME mind-set in their students that keeps them thinking about how they would handle an engine failure

at any given moment while in flight Thats the key to being properly preshypared to have a reasonable chance to bring a forced landing to a successful conclusion

Ill probably go flying within the next 24 hours after I write what youve just finished reading here If I am true to what Ive just discussed I will after I take the runway and just before I go to full throttle turn on that switch in the back of my mind that arms me to react to an engine failure as best I can That switch will not be turned off until I am back on the ground Instructors can tell us to do that but we have to remember to do it

Seventy-five years ago the trainshying and mind-set put the possibility of an engine failure foremost in the minds of each aviator making them safer pilots than if they ignored the high probability the event would ocshycur in their flying career These days most pilots are not ready so I put the question to you When it comes to an engine failure are you as preshypared as the pioneer pilot who flew 75 years ago

VINTAGE AIRPLANE 23

by HC Frautschy

Zephyr and POIter(ield Sportster The last remaining Rearwin Jr 3000

of 23 built NCll092 belonging to Marion McCLure (Wiley Post biplane

Thanks to the collection of R W Buttke we have this month s Mysshytery Plane to share with you Now obviously we know who made it but which one is it Send your anshyswers to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903shy3086 Your answers need to be in no later than October 25 2000 for inshyclusion in the December issue of Vintage Airplane

You can also send your response via e-mail Send your answer to vinshytageeaaorg

Be sure to include both your name and address in the body of your note and put (Month) Mystery Plane in the subject line

owner) of Bloomington Illinois was soLd at auction in Billings Montana for $35000 The original new price was $1795 in 1932 The Junior was then donated to the Oscar Cooke Museum

Oscar Cooke re-registered the Junior as N507Y after Rearwin Junior X507Y An Aero Digest ad for Annitie All-Purshypose Cleaning Compound shows this X507Y with the wing and tail the same color shade as the fuselage Possible color was red with a black spear point strip and registry

Regards Russ Brown Lyndhurst Ohio

Julys Mystery Plane which apshypeared courtesy of David Carlson Hay Springs Nebraska was known to a number of you Heres our first letter

Hanging high above farm equipment seats and Lanterns is the bright red and yellow parasol Rearwin Junior 3000 with Say-kay heads (SzekeLy 45 hp) hanging on by straps

The Rearwin Jr is a sister ship to the Eaglet design by Doug Weber and Noel Hockaday at the American Eagle Co of Ed Porterfield Further Eaglet types were built as the Rearwin Jr Porterfield Wyandotte Pup Parasol Zephyr Cabin

David Carlson shot this photo of the Rearwin 3000 NS07Y (formerly NCll092) at the now closed Oscars Dreamland in Billings Montana A major part of the colshylection was sold at auction this past June and the registration number does not curshyrently show up on the FAA register

24 SEPTEMBER 2000

Til 0 R 0 U 0 II B R E I) t I bull I~ middot I Jr -0-----c---------

l 4Ii Le p r oud I 0 Heftr r

H F4R lIIIJ H P L4lIIIJEibull bull-0bullbullbullbullat 4 FAIIIHX AlilPOkT KANSAS enmiddoty )lANIAS

In Tilamp JRARWIH JII AT T il E OpoundTIIOtT SIlOW-ON TilE FLOOR AND IN THE AIR

~ I n -I1Ioot ~middotbullbullIJtoiT~ 5 bullbull

H~I =Z~=~~t-i~~ II~H

As advertised in the April 1932 issue of Aero Digest

Lester Everett Jr of Crawshyfordsville Indiana adds

Manufactured in Kansas City Kansas it was designed in 1931 and produced in 1932 The Junior was available with either the Szekely 45 hp or the Aeromarine AR-3 50 hp engine

The aircraft was a two -seater in a single tandem cockpit with dual conshytroLs A detachable winter enclosure was available The wing span was 36 ft Length 21 ft 8 in and the height was 7 ft 6 in Cruis ing speed was 78 mph with a top speed of91 mph Landing speed was 25 mph absolute ceiling was 16400 ft with an initial rate ofclimb of 700 fpm

The Rearwin Junior pictured is still hanging in the late Oscar Coo ke Farm Imp lement Mu seum- Osca rs Dreamland in Billings Montana

Other correct answers were reshyceived from Wayne Mux low Minneapolis Minnesota Frank Abar Livonia Michigan Ed Kastshyner Elma New York Larry Knechtel Seattle Washington Dr Ed Garber Fayetteville North Car shyolina Ken Brugh Jr Roaring Gap North Carolina and John H Hess of Manheim Pennsylvania

BUILDERS WORKSHOP Griffin Georgia September 23-24 2000

bull Basic Sheet Metal bull Electrical Systems bull Fabric Covering bull Finishing amp Spray Painting bull Sheet Metal Forming bull Engine Installation bull TIG amp Gas Welding

EAA MEMBERS $199-$279 NONmiddotMEMBERS $219-$299 -Saturday evening-Whas Involved In Kit Building$30

TIG amp Gas Welding begin Friday September 22 at 600 pm

The Leader In RecreationalAviation

RESTORE THE PLANE OF YOUR DREAMS

Builders Workshop Columbus Ohio September 3O-0ctober 12000

bull Fabric Covering bull Basic Sheet Metal bull Electrical Systems bull Basic Gas Welding

EAA MEMBERS $199-$279 NONmiddotMEMBERS $219-$299 Saturday evening-Whas Involved In Kit Building$30

800middot967middot5746WORKSHOPS wwwsportaircom~ Call or logoOn for our complete workshop calendar

Under EMs leadership these workshops are middot

bull ~

bull

better than ever Ron Alexandershy bullS

Aircraft Coa ting sworkshop developer

Proud Sponsors of EM SportAir Workshops

-Thirty Five Years continued from page 8

been called upon to support the airshyplanes estimated weight of 195000 pounds in wings level cruising flight was now called upon to support an effective weight due to the arcing parabola of 1 million pounds For it to do so was aerodynamically imposshysible and the terribly flexed wing close to the point of failure went into a shattering high speed stall

The subsequent fearful pounding was described as extremely severe yet in a few seconds the altimeter one of the two useful instruments on Captain Lynchs panel began slowing from its unwinding screamshying dive then as zooming upward flight into the night sky was asshysumed began winding at a fearful rate in the opposite direction The dive had been arrested somewhere near 6000 feet then back at about 11000 feet the airplane was finally pushed over into level flight where the airspeed gradually began dropshyping for the first time from its pegged position at 400 knots The throttles throughout were in the tight closed position

As speed diminished the airplane became nose heavy and Sinski at Waldos request and still in his pedestal straddling position hand cranked the cockpit stabilizer wheel in response It wasnt until this point that Sinski was able to reach forward and actuate switches to crossover Lynchs artificial horizon so that it repeated off Sam Peters instrument which had not tumbled and Waldo again had aircraft attitude informashytion displayed on his panel

As the airspeed continued to slow Waldo realized with great relief that the 707 was apparently still in one piece but he also realized that the flight could never hope to make Gander if they stayed at such fuel consuming low altitudes Unsure of the engines he gingerly advanced the thrust levers and was asshytounded first that all engines appeared to be still attached to the

26 SEPTEMBER 2000

airframe and second that they reshysponded normally A careful climb was made back to 29000 feet where flight at slow speed range cruise was established

In the cockpit as they leveled off little was said with all busy with they own thoughts At Waldos reshyquest Sinski left his engineers station to check the main cabin for injuries and possible damage There in response to a public address anshynouncement the cabin was being prepared for a possible emergency landing and the life rafts had been lowered from their ceiling storage positions and laid in their assigned aisle positions adjacent to exit doors and windows As George worked his way back and over the rafts passenshygers and cabin crew members impulsively grasped his hand and squeezed his arm in gratitude

At last on a sparkling clear night the lights of Gander could be seen far ahead As a precautionary meashysure as the flight descended through 10000 feet the airplane was temshyporarily leveled off slowed and the gear and wing flaps extended to check their operation Except for a previously observed difficulty in esshytablishing lateral trim and a now somewhat sluggish response to aileron inputs control seemed near normal and a normal approach and landing was made although flown at higher speeds due to Lynchs unshycertainty at what yet might be encountered

A short while later as the airplane slowly taxied through the night to the ramp there were cheers and apshyplause from the relieved passengers The flight crew debarked last and then walked around and examined the jetliners exterior in the glare of ramp floodlights First noted was the large outboard aileron on the left wing which hung downward its drive system broken It had been trailing uselessly in the airflows of flight There were heavy wrinkles in the fuselage skin and large creases in the wing root fairings where the big wing had flexed upward and a large

30-inch section of the fairing was missing and had fallen into the cold Atlantic The tail root fairings were also damaged and there were heavy wrinkles in the skin of the tail s horishyzontal stabilizer

Boeing engineers later estimated the plane dove to a speed of 99 Mach just below the speed of sound and far beyond its design limits During the 707s earlier certification destruct tests conducted with hyshydraulic jacks on the factory floor the wing tips were purposely and very gradually flexed upwards 17 feet from their normal in-flight position before permanent set to the wings structure began to take place Later checks on Lynchs airplane after it was ferried to the factory showed that the wings under the 67 G pullshyout loads had taken a permanent set of several inches It is not diffishycult to visualize the loads that this wing was subjected to and its surshyvival is quite a tribute to an extremely well-built strong airshyplane which returned and flew the airline for many years afterward

Waldos recovery was effected in the black of night and in cloud and flown from a full aft and low seat position with only two usable inshystruments of flight the Turn Indicator and the Altimeter He afshyterward noted had he been able to get his feet on the rudder pedals he probably would have caused damage to or parting of the airplanes vertishycal tail surfaces or possibly caused an engine or engines to part comshypany with the airframe As it was several engine mount bolts were later found bent into U shapes

In summation had not some fine basic and intuitive airmanshyship plus some fine crew back-up come through under extremely difshyficult flight conditions there would have been a totally unexshyplainable disappearance of a new jetliner into the dark wintry waters of the North Atlantic Had this ocshycurred the newly opening era of this great airplane would have been set back for years ~

-Yukon from page 21

the remains while the helicopter hovered and plucked them out beshyfore the astonished hippies knew what was happening What was left o f AAM was soo n on the way to Whitehorse Camerons home base

Cameron made further inquiries and determined that AMMs wing might still b e where it had been abandon ed in 1942 80 miles from Whitehorse Hed spoken to a hunter who had seen it some years before The hunter had been in too great a hurry to investigate the remains His main co ncern at the time wa s putting distance between himself and a bear

The hunter known as Scotty led Cameron to the site It was difficult to find being an isolated spot and it seemed to be the last place in the world one would pick to land an airshyplane on floats Yet there was AAMs decomposing wing inconshytrovertible evidence that an airplane h ad once landed there on what passed for a river and tried to take off again Alas the wing was too far gone except for a bucket full of fitshytings In the summer of 1982 Clark Seaborns family stood aghast at the sight of a trailer-load of junk being dumped in the driveway of their Calgary h ome Lying on the paveshyment were the rusting components of not one but several Fokker Super Universals including the remnants of CF-AAM They had come from the Western Canada Aviation Mushyseum In time there would be still more bits and pieces salvaged from the crash of CASL AAMs long-ago shelter mate at Fort McMurra y Seaborn himself had flown to a lake near Yellowknife the nearest town and hiked to the crash site

Seaborn a vintage plane enthusishyast with a Waco UIC had set for himself the task of re-creating CFshyAAM as a museum piece Moreover it would be a flying museum piece Seaborn had arranged with the Westshy


Fly-In Calendar Thefollowing list ofcoming events is furnished to our readers as a matter ofinforshymation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inforshymation to EAA Au Vintage Airplane Po Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

EAA Regional Fly-Ins shown in bold

SEPTEMBER 15-I7-WATERTOWN WI-(RNV) 16th Annual Byron Smith Memorial Stinson Reunion Info Suezette Selig 630904-6964

SEPTEMBER J6-17-ROCK FALLS IL-Whiteside County Airport (SQI) North Central EAA Old fashioned Fly-ln Sun morning pancake breakshyfast Info 630543-6743 oreaa IOI aolcom

SEPTEMBER J7-LANSING IL-EAA Chapter 260 Fly-InlDrive-In pancake breakfasl Info 708474shy3748 or 708798-3801

SEPTEMBER 22-23-BARTLESVILLE OK-Frank Phillips Field 43rd Annual Tulsa Regional Fly-ln Info Charlie Harris 918622-8400

SEPTEMBER 23-24-ZANESVILLE OHIO-Johns Landing VAA Chapter 22 9th Anuual Fall Fly-In Breakfast both days Hog roast on Saturday night Info Virginia at 740453-6889 or 740455-9900

SEPTEMBER 22-23-ASHEBORO NC-EAA Chapter 11 76 Aerofest 2000 at Smith Airfield Oldfashshyioned grass field Jly-in and pig pickin Unicom 1229 Info JejJSmith 336879-2830

SEPTEMBER 30-HANOVER IN-Lee Bollom Airshyport (641) Wood Fabric and Tailwheels Fly-ln Rain date 101 starts atlO am Info Rich Davidshyson 812866-5654 I1r211 75thaolcom

OCTOBER 5-8-GAINSVILLE TX-(GLE) 25th anshynuai international Cessna 120140 Fly-In Info L or M Richey 940670-1883 or mricheyntwsnet

OCTOBER 6-7 - SONORA CA - Columbia airport Western Waco Reunion Info Jon Aldrich 209962-621

OCTOBER 6-8-DAYTON OH-Luscombe Reunion at Moraine Air Park(173) Call Mike Williams 937859-8967

OCTOBER 6-8 - TOUGHKENA MON PA - EAA East Coast Fly-In Info 3021894-1094 or www eastcoastflyin_org

OCTOBER 6-8 - EVERGREEN AL - EM Southeast Regional Fly-In (SERF) Info 3341578-1707 or wwwserjiorg

OCTOBER 12-15 - MESA AZ-Copperstate Regional EAA Fly-In_ Williams Gateway Airport_ Info 5201400-8887or www_copperstateorg

OCTOBER 21-DAYTON OH-AntiqueClassic Chili Fly-IN at Moraine Airpark (I73) Call Darrell Montgomery at 937866-2489

OCTOBER 14-ADA OK-4th annual Plane Fun Fly-In and Youth Expo sponsored by EAA Chapter 1005 at Ada Muni Airport (KA DH) Free T-shirtfor first 50 pilots Info Terry Hall 580436-8190

OCTOBER 12-15-WICHITA KS-Travel Air 75th Anniversary Homecoming Celebration Raytheon Aircraft Beech Field For scheduled events and registration materials send SASE to Travel Air Restorers Assn 4925 Wilma Way San Jose CA 95124 or Mike Sloan ofRaytheon Aircraft PO Box 85 Wichita KS 67201

OCTOBER 14 - RIDGEWAY VA - Pace Field (N363505 W795248) Old Fashioned Grass Field Fly-In Pig-Picking EAA Chapter 970 Info Tommy Pace 540956-2159

OCTOBER 20-21 - ABILENE TX-EAA SOllthwest Regional Fly-III The Big cOllntry Fly-In Info8001727-7704 or lVlVwslVrjiorg

SEPTEMBER 16 - ANDOVER NJ-AndovershyAeroJlex Airport (12NJ- Vintage Aircraft Assoc Chapter 7Annllal Fly-In_ Rail date 9117

SEPTEMBER 22-24 -LOUISE TX- Il th annual Under the Wing Jly- in at the Flying Vranch Info Robbie 979548-2163 orjlyingvykccom

OCTOBER 6-8 - DARLINGTON SC-Fall VAA Chapter 3jly-in Awards major speaker EAAfelshylowship Info 910947-1853 and 757873-3059 (FAX)

OCTOBER 14 - NORTH HAMPTON NH- Hampshyton Airfield 10th annual VAA Chapter 15 Pupkin Patch Pancake Breakfast Jly-in 8 am-12 pm Rain date1015 Info 603539-7168 or the Airshyfield 603964-6749

JA NUA RY 1 2001- NAPPANEE IN-10th annual New Years Day Hang Over jly-in sponsored by EAA Chapter 938 II am-2 pm Info Fast Edshydie 219546-2795 or the chapter website WlVlVbnillnetl-jlyboy

VINTAGE AIRPLANE 27

NEW MEMBERS Mike Bourget Orleans Ontario Canada

Barry G Smith Oakville Ontario Canada

Leopold Veilleux

St George Quebec Canada

Stephane Ollier

St Rambert DAlbon France

Richard Moore Boston Great Britain

Alexander Tullis

Black Heath Great Britain

jeffrey W Salter

Holywood Co Down Ireland

Kuni Hasegawa Tokyo japan

[van Campbell

Christchurch New Zealand

james Schmidt

Warkworth New Zealand

Mervyn R Thompson


Eric Grover

Pretoria Republic of South Africa

William justusson Dhahran Saudi Arabia

Franz Straumann Elgg Switzerland

Duane A Peters Anchorage AK

julian A Smith Eagle River AK

Dennis L Hasha Tuscombia AL

Sidney L Brain Russellville AR

jason P Overman Cabot AR

Donald Downin Mesa AZ

David Klingensmith Mesa AZ

james Knapp Casa Grande AZ

Robert j OConnell Mesa AZ

Ronald A Starling Tempe AZ

Harlan Weissenborn Aguila AZ

Mark Boenke Santa Rosa CA

j Brian DalPorto San jose CA

John M Frank Santa Maria CA

Mark Kevin Holmes Chino CA

Fernand A Labrecque Riverside CA

james Lawson Ridgecrest CA

Bob F Leitch San jose CA

Peter Lloyd Walnut Creek CA

28 SEPTEMBER 2000

Robert A Loogman Hanford CA

Kevin Mccarthy Pacifica CA

Brian Neal Monrovia CA

William R Schicora Winchester CA

jeffrey Scholz Perris CA

Phil Schultz Lancaster CA

Richard A Sweet Ventura CA

Klaus ten Hagen Sunnyvale CA

Dirk A VanCott Rescue CA

john C Watts San Diego CA

Bradley P Hindman Littleton CO

Kris D Kluge Colorado Springs CO

Tom Poeling Eckert CO

Stephen A Tonozzi

Glenwood Springs CO

Robert L Williams Erie CO

Roger L Klein Hadlyme CT

john B Pelkey Sr Enfield CT

john Benson Naples FL

Jeffrey A Jones Ciearwater FL

William Lowery Geneva FL

William G Mercer jacksonville FL

Art K Sproch jacksonville FL

Kempton Ballard Jr Newnan GA

Stiles D Brown Newnan GA

Steve Forsyth Atlanta GA

Ryan R Funk Atlanta GA

Allen Hayes Honolulu HI

Jack E Arthur Des Moines IA

Richard Minette lowa City IA

Tim Steffen Spencer IA

Charles L Farrey Athol ID

Donald R Bartlett Carterville IL

Kermit Carlson Batavia IL

james] Coonan Ransom IL

joseph M Czaplicki Zion IL

Scott Downer Mundelein IL

Raymond Dreisbach Shefffield IL

Wayne Gedutis Lockport IL

Steve Haupert Hoffman Estates IL

john Livesay Pana IL

John Reinert Crystal Lake IL

Kenneth W Schrader Decatur IL

Michael R Sices Gurnee IL

Allen C Smith New Berlin IL

Carl J Tortorige Quincy IL

Randy D Whitaker Woodstock IL

Robert W Williams Lexington IL

Mark W Hanna 1I Markleville IN

William Hiller Marion IN

Randall Hockenberry Ft Wayne IN

Frederick A Martin Columbia City IN

Scott A Martin Lizton I

Stanley R Peters Columbia City I

Eric T Van Horn Linton IN

Mark A Werkema Granger IN

Steve Williams Richmond IN

C joseph Beck Wichita KS

Francis Cannon Wichita KS

John D Hawley Wichita KS

Patrick R Hicks Mayetla KS

Robert Bain Nicholasvi lle KY

Anthony M Ball McCreary KY

David Lowe Sacramento KY

Nick Rosato River Ridge LA

jack Spring Kentwood LA

David I Arch Pocasset MA

Sheldon Buck Weliesley MA

Rodney Hinkle Falmouth MA

Robert] Rittmuller

North Falmouth MA

Linda P Soltys Gilbertville MA

Mark Baris Baltimore MD

James Douglass Kennedyville MD

Marvin Merryman Jr Columbia MD

Arnold Stackhouse Havre-de-Grace MD

Bud Walker Bel Air MD

William Bertrand Harrison MI

Stanley G Bieker Greenville MI

Derek K Bradfield Berrien Springs MI

Josephine M Clark Traverse City MI

Norman Croteau Ontonagon MI

Christopher E Dackson Ypsilanti MI

Scott D Downing Marion MI

Ken M Holster Cornell Ml

Kenneth jablonski Waterford MI

Robert Thorn Ruffini Berkley MI

AI Todd Stevensville MI

Hartland W Deering Stillwater MN

Randy Huyck Anoka MN

R William Ingvoldstad Nisswa MN

Merrill Jorgenson Prior Lake MN

Kelly Koza Winona MN

Thomas H Lymburn Princeton MN

Kevin R Moeri Mankato MN

Dennis D Moser Princeton MN

David Arthur Skogland Shakopee MN

Gene D Uselman Blaine MN

Kevin Jay Clark Grandview MO

Arthur W Stewart Crestwood MO

Steve Swinney Raytown MO

Daniel K Fordice Vicksburg MS

James D Threlkeld Columbus MS

Larry O jenkins Charlotte NC

Jon R Mitchell Lexington NC

Rodney Lyle Erickson Fairmount ND

Gary M Stagl Mandan ND

Steve R Wetherbee Fairmount ND

Larry Glabe Hickman NE

Robert H Baker Merrimack NH

Alan Emerson Laconia NH

H W Egdorf Los Alamos NM

Kenneth Jensen Edgewood NM

Richard E Dayton Freeville NY

Hubert U Gammill Wingdale NY

John E Garzione Sherburne NY

1 Sapodin Atlantic Beach NY

James Zambik E Moriches NY

Timothy Bodnar E Palestine OH

Roger 1 James Conover OH

Bernard Rottkamp Warren OH

William R Rousseau Salem OH

Mike Thomas Stich Uniontown OH

Mike Bass Quapaw OK

Douglas M Frantz Mustang OK

james Aaron Portland OR

Rod Andersen Banks OR

Ted Millar Portland OR

Robert W Saville Eugene OR

John Berkstresser Bethlehem PA

james S Dodson jr East Freedom PA

Patricia Early Palmyra PA

David A Hostetter Sheppinsburg PA

Gary H Ransom Delta PA

Richard S Rhoton Pittsburgh PA

Marc Roberts Thomasville PA

William E Bell Summerville SC

Jim Herpst Lexington SC

Wayne Norris Jr Seneca SC

John Loudermilk Brentwood TN

Donald D Way Rickman TN

David C Crowe Georgetown TX

Ronald Havelaar Arlington TX

Don Johnson Houston TX

Douglas Lathem Dalhart TX

Don J Loughran Dallas TX

Michael Alan Luigs Bandera TX

Michael Masterov Houston TX

Robert Michie Lago Vista TX

Eric Motz Galveston TX

Christine Terrell Wichita Falls TX

Matt Witt Waco TX

David Beazley Palmyra VA

Michael] Finnegan Leesburg VA

Mark Walker New Castle VA

Michael P Day Sedro Woolley WA

Leonard H Guttersen Leavenworth WA

Kent Mehrer Mukilted WA

Douglas Szymik Kent WA

Cindy C Wischmeyer Redmond W A

Allan O Checky Merrimac WI

Gary G Crossman Eau Claire WI

Thomas A DeWinter Waunakee WI

jay Esty Neenah WI

joseph W Farwell LaCrosse WI

Darryl D Jordan Evansville WI

Gregory T Kerkenbush Madison WI

Daniel C Korth Cambridge WI

Walter C Lange Allenton WI

Mark D McNab Milwaukee WI

Graham Olson Elkhorn WI

Richard Reinhart Appleton WI

Wolfgang Rittgers La Crosse WI

E Joe Rounce Shell Lake WI

Gregory H Smith Clintonville WI

James Strawn janesville WI

Sam Taber East Troy WI

Eugene H Vande Hey Wrightstown WI

Donald H Walter Algoma WI

Thomas R Weiler New Franken WI

James A Wilcox Altoona WI

VINTAGE TRADER

Something to buy sell or trade

An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 55cent per word $800 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO B ox 3086 Oshkosh WI 54903-3086 or ax your ad and your credit card number to 9201426-4828 Ads must be received by the 20th othe monthor insertion in the issue the second month ollowshying (eg October 20thor the December issue)

MISCELLANEOUS BABBITT BEARING SERVICE - rod bearings main bearings camshaft bearings master rods valves Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site www ramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA99202

AIRCRAFT LINEN - Imported Fabric tapes For a 18 by 18 sample send $1000 Contact for price list WW I Aviation Originals Ltd 18 Journeys End Mendon VT 05701 USA Tel 802786-0705 Fax 802786-2129 E-mail WwlavorigAOLcom

Wear Your Favorite Airplane wwwairplanetshirtscom 1800645-7739 Youll look good in one

1940s aircraft oil temperature gauges - 8 capilshylary new-old stock $125 bull Wind generators comshyplete with aluminum propeller new-old stock $300 bull 1920s and 1930s ACCA aircraft yearbooks $125 each Brass 2 Pioneer Venturi $145 bull BuySelllTrade vintage aircraft instruments and parts bull Old Jon Aldrich PhFax 209962-6121 EshyMail oldjongoldrushcom

VINTAGE AIRPLANE 29

Fly high with a quality Classic interior

-Yukon from page 27

ern Canada Aviation Museum to sponshysor the project funding it largely on his own and performing the work itshyself It would be a monumental task even with a team of specialists conshytributing many thousands of hours of free labor

It turned out to be a long-term proshyject consuming the better part of two decades Seaborn was fortunate in findshying the necessary help but any account would be remiss in not mentioning three key people Ross Richardson Ron Jackson and Don McLean Richardshyson a retired aerospace engineer is a noted historian with a large aeronautishycal library Jackson was the guiding light on many aspects of carpentry and McLean toiled eight hours a week beside Seaborn for a year to complete the restoration

Significant input came from pilots and mechanics who had worked on the Fokkers when they were new CH Punch Dickins a WCAir pilot who

SEPTEMBER 2000

had earned high commendation for a 1928 Super Universa l survey fligh t provided details for an authentic inshystrument panel The wooden parts of the wing of course were all new and built from a partial set of blueprints that had somehow survived

Th e wing being a single piece 51 feet in length was especially challengshying It is 2 feet in depth at the root and comprises no less than 600 pieces of woodwork Some 90000 tiny brass nails were required to fasten it all toshygether plus gallons of glue The driving of the last nail was the occasion for a measure of pomp and ceremony sort of a modified vers ion of driving the last spike in the transcontinental railroad

The fuselage and empennage were a less daunting task there having been significant elements of several Super Universa ls in the Western Canada Aviation Museum salvage yard This included the forward half of AAMs fuselage as rescued by Bob Cameron from the hippie co mpound near Dawson City Sundry other parts sur-

TN ONLY ~nR WAY TO OVfR~ YOR

Of course if you plan to fl~ it the easiest way is stiD Poly-Fiber

faced including an original Super Universal rudder

July 24 1998 was the culmination of a labor of love that had consumed more than 10000 man-hours over a period of seventeen years CF-AAM was airborne at last the first Fokker Super Universal to occupy Canadian airspace in 56 years Strangely enough one or more Japanese Super Universals surshyvived World War II in airworthy condit ion One or two others are known to have continued in Latin American service at least into 1944 and 1945

The highlight of CF-AAMs n ew lease on life was its grand tour during the summer of 1999 which culmishynated at Oshkosh during AirVenture 99 The tour which included a side trip to Red Lake Ontario for the anshynualNorseman Festival gave an estimated million air show visitors a chance to see the only extant Fokker Super Universal Indeed most of them including the crew had yet to be born when the Super Universal became an extinct species in the 1940s

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qi~RODUCTSI INC iii

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 ~ wwwairtexinteriorscom

~hy Poly-fiber Because for 30 years builders have followed our easy steps and achieved safe truly superlative long-lasting results And Poly-Fiber products are painstakingly manufactured and proven over time Our reader-friendly manual is almost like having an instructor right there with you and ifyoud like some coaching tJy one ofour hands-on woriltshops Theres also a step-by-step video a kit for practicing with Poly-Fiber plus a web site full of information

wwwpolyfibercom

e-mail iniopoJyiibercom BfpoundHfnAircraft Coatings

30

Gr

John amp Kathy McMurray

BurkburneH TX

John - retired

Air Force pilot current

pilot with the Red Baron

Stearman Squadron

Kathy - legal secretary and Nbest light aircraft

navigator in the

business

John and Kathy McMurray acquired Boomer a 1946 in 1992 Their efforts to restore the aircraft led to an award at Oshkosh 1994 for Best Custom Classic - Class B

AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612

We began insuring with AUA because

of our activities with old airplanes

Other insurance companies replied

You want to insure a what AUA said

No problem we do this all the time

AUA is unsurpassed in their

understanding and service for antique

and classic aircraft

- John and Kathy McMurray

The best is affordable

Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program

Lower liability and hull premiums

Medical payments included

Fleet discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for cla im-free renewals carrying all risk coverages

Remember Were SeHer Togetherl

AVIATION UNLIMITED AGENCY

VINTAGE AIRCRAFT

Membershi~ Services Directoy_ Enjoy the many benefits ofBAA and the

ASSOCIATION

OFFICERS President Vice-President

Espie Butch Joyce George Daubner PO Box 35584 2448 laugh lane

Greensboro NC 27425 Hartford WI 53027 336 393-0344 262673-5885

a-moll w indsockaolcom a-moil ontique2aolocom

TreasurerSecretary Chanes W HarrisSteve Nesse 7215 East 46th St2009 Highland Ave Tulsa OK 74145Albert Leo MN 5fflJ7

918622-8400507373-1674 cwhhv5ucom

DIRECTORS Robert C middotBobmiddot Brauer Steve Krog

9345 S Hoyne 1002 Heather In Chicago Il 60620 Hartford WI 53027

773779-2105 262966-7627 ampmai photoplkltaaicom e-mail sskrogoolcom

John Berendt Robert D middotBobmiddot lumley 7645 Echo Point Rd 1265 South 124th St

Cannon Falls MN 55009 Brookfield WI53DOS 507263-2414 414782middot2633

e-mail John S Copeland lumperexecpccom 1 A Deacon Street

Northborough MA 01532 Gene Morris 508393-4775 5936 Steve Court

e-mail Roanoke TX 76262 copeklnd ljunocom 817491-9110

e-mail n03captflashnet Phil Coulson

28415 Springbrook Dr Dean Richardson lawton M149065 1429 Kings lynn Rd

616624-6490 Stoughton WI 53589 608877-8485

Roger Gomoll darresprodcom 321-1 2 S Broadway 3 Rochester MN 55904 Geoff Robison

507288-2810 1521 E MacGregor Dr rgomollhotmailcom New Hoven IN 46774

219493-4724 Dale A Gustatsan ampmail chief7(Y25aolcom 7724 Shady Hili Dr

Indianapolis IN 46278 SH Wes Schmid 317293-44JO 2359lefeber Avenue

Wauwatosa W153213 Jeannie Hill 414771-1545 PO Box 328 shschmidexecpccom

Harvardll6OO33 815943-7205

dinghaoowcnet

EAA and Division Membership Services 800middot843middot3612 bullbullbullbullbullbull bull bullbullbullbull bullbull FAX 920-426-6761 (BOO AM -700 PM Monday-Friday CST) bull Newlrenew memberships EM Divisions

(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAF)

bull Address changes bull Merchandise sales bull Gift memberships

Programs and Activities EM AirVenture Fax-On-Demand Direc tory 732-885-6711

Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Education 920-426-6815

bull EM Air Academy bull EM Scholarships bull EM Young Eagles Camps

BAA Vintage Aircraft Association ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-4873 Web Site httpwwweaaorgand httpwwwairventureorg E-Mail vintage elUlorg

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bullbullbullbullbullbullbullbullbullbull 920-426-6847 Library Services Research 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Aircraft Financing (Textron) 800-851-1367 AUA 800-727-3823 AVEMCO 800-638-8440 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company)

Editorial Submitting articlephoto advertising information 920-426-4825 bullbullbullbullbullbull FAX 920-426-4828

EM Aviation Foundation Artifact Donations 920middot426-4877 Financial Support 800-236-1025

MEMBERSHIP INFORMATION available for $50 per year (SPORT AVIATION magshy

Membership in the Experimental Aircraft Association EAA

azine not included) (Add $10 for Foreign Inc is $40 for one year including 12 issues of SPORT Postage) AVIATION Family membership is available for an addishytional $10 annually Junior Membership (under 19 WARBIRDS

Current EM members may join the EM Warbirds of

credit cards accepted for membership (Add $16 for years of age) is available at $23 annually All major

America Division and receive WARBIRDS magazine

Foreign Postage) for an additional $35 per year EM Membership WARBIRDS magazine and one year membership in the Warbirds DivisionVINTAGE AIRCRAFT ASSOCIATION is available for $45 per year (SPORT AVIATION

Current EM members may join the Vintage Aircraft magazine not included) (Add $7 for ForeignAssociaton and receive VINTAGE AIRPLANE magashyPostage)

zine for an additional $27 per year EAA Membership VINTAGE AIRPLANE mag-azine EAA EXPERIMENTERand one year membership in the EAA Vintage Airshy

Current EAA members may receive EAAcraft Association is available for $37 per year EXPERIMENTER magazine for an additional $20 (SPORT AVIATION magazine not included) (Add per year$7 for Foreign Postage) EM Membership and EM EXPERIMENTER magshyazine is available for $30 per year (SPORT

lAC AVIATION magazine not included)(Add $8 for ForshyCurrent EAA members may join the International eign Postage) Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 FOREIGN MEMBERSHIPS per year Please submit your remittance with a check or EM Membership SPORT AEROBATICS magazine draft drawn on a United States bank payable in and one year membership in the lAC Division is United States dollars Add required Foreign

Postage amount for each membership

DIRECTORS EMERITUS

Gene Chase EE middotBuckmiddot Hilbert 2159 Coman Rd PO Box 424

Oshkosh WI 54904 Unionll60180 920231-= 815923-4591

e-mail buck7ocmCnet

ADVISORS David Benne Alan Shacklelon 11741 Wolf Rd PO Box 656

Gross Volley CA 95949 Sugar Grove Il60554-0656 530268-1585 630466-4193

antiquerinreachcom 1033461772compuservecom

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright copy2000 by the EM Vintage Aircraft Association All rights reserved

VINTAGE AIRPLANE II55N 009t-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Associalioo of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rdbull PO Box 3086 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wiscon~n 54901 and at additional mailing oHices POSTMASTER Send address changes to EM AntiqueClassic Divisioo Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace 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 thaI corrective measures can be taken EDITORIAL POLICY Readers are encouraged to subm stories and photographs Policy opinioos expressed in articles are solely those 01 the authors Responsibility for accuracy in reporting rests entirely with the contributor No renumeration is madeMateri should be sent to Edor VINTAGE AIRPLANE PO Box 3086Oshkosh WI 54903middot3088 Phooe 9201426-4800

The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION FOR THE lOVE OF FLYING and the logos of EM EAA INTERNATIONAL CONVENTION EAA VINTAGE AIRCRAFT ASSOCIATION INTERNAmiddot TIONAl AEROBATIC CLUB WAR BIRDS OF AMERICA are ill registered trademarks THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION EM ULTRALIGHT CONVENTION and EAA AirYenlure are tradeshymarks of the above associations and their use by any person other than the above association is strictly prohibited

32 SEPTEMBER 2000

s by ESPIE BUTCH JOYCE

PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

NEW AIRVENTURE DATES FOR 2001 Thoughts on Fly-Ins

Following up on suggestions made in 1999 and after surshyveying members and volunteers during the past AirVenture it has been decided to shift the dates for AirVenture by one day making it now a Tuesday through Monday event In 2001 EAA AirVenture will take place Tuesday July 24th through Monday July 30th Based on the feedback we received the new schedule should better accommodate volunteers guests and vendors

Im looking forward to the change in the AirVenture schedshyule As a member and volunteer who attends the entire event it will make it easier to plan our trip and give us plenty of time to work our way home after AirVenture

AirVenture 2000 is now part of this past summers memshyories and we sure had a great time Were you there in Oshkosh Lots of fun a little rain cool temperatures and great airplanes and airplane people all added up to a wonshyderful week

Total attendance was down a bit for the event and there may have been a number of reasons Gas prices and the weather while generally good in the upper Midwest was poor for some people trying to fly in during the early part of AirshyVenture Quality seems to be the hallmark of the airplanes that did make it here in our area and those of the homebuilt warshybirds and ultralight airplanes It was quite a week

We had about the same amount of airplanes in our area with a marked increase in Contemporary airplanes While we were down on Antique airplanes the judges told me that the airplanes we had were of outstanding quality

Ill have plenty more to write about concerning the 2000 edition of AirVenture in next months column

I was reading an article in the Summer 2000 issue of Sportsshyman Pilot magazine and Id like to share it with you Jack Cox publisher and editor of this wonderful quarterly magazine wrote about V AA chapter 3s efforts to increase attendance at their fly-ins Weve all noticed that people dont seem to stay at fly-ins as long as they used to Weve all wondered why and as usual Jack has skewered the truth With his permission heres what Jack wrote

II bull bullbull This is a problem facing fly-ins all over the country today lilt appears that it is not a matter ofa lessening of interest in

homebuilts and vintage airaaft but rather that there aresimply so many more activities competing for peoples time these days The times they are indeed a changin-and all ofus have to cope as best we can

For us diehard enthusiasts who will never give up our love for avishyation and the kindred spirits who share our affliction it was business as usual however The same little groups were to be found sitting under wings taking airplanes or out wandering up and down the parking lines admiring the showplanes and talking to their ownshyers For us little changes - we just keep enjoying the same 01 same 01 year after year There are always newly built or newly restored airplanes to pique our interest and an occasional newcomer to take into the fold but how much has really changed in the past halfcenshytury sinceEAA VAA and AAA were formed

Maybe thats really the crux of the matter With all the dramatic and often traumatic upheavals weve seen in our way oflife in the past halfcentury perhaps it should not be surprising that there is a certain comfort level in being able to sit down under an airplane wing occasionally and ramble on about our favorite things with someone who feels the same way about them we do The older we get I think the more we tend to appreciate such simple pleasures and in the context ofour current ever-mare-frenetic world just how precious and inevitably transitory they really are

There is one cold hard fact of life in all this we have to acknowlshyedge though There is not now and there never will be again a generation that has the same passion for aviation that those of us have who were born in roughly the first halfofthe 20th century We grew up at a time when being a pilot was the most exciting heroic thing a person could do-a time before astronauts rock stars and dotcom instant billionaires When we open our hangar doors and see our airplanes waiting there we experience emotions based on memories attitudes and experiences that are ofa different time and a different cultural context We cant expect younger enthusiasts to see the world and aviation precisely the same way we do so if it is the fate ofour sport aviation world to be inaeasingly caught up in a struggle by competing interests for everyones time we simshyply have to roll with the punches Those ofus who are so inclined can still go to the fly-ins early and stay as late as we please and those who can only spare a day in their schedule can do that Theres really nothing to be gained by getting worked up over the sitshyuation - lets just all enjoy whatever time we can spend together whether its a weekend a day or just a few hours

Enjoying time spent together-isnt that the pOint more ofshyten than not Think back to your favorite fly-in memories If youre like me Ill bet the best part about it was the friend you saw or the old buddy you hadnt seen in years

Ask a friend to join the Vintage Aircraft Association Reshymember we are better together Join us and have it all

VINTAGE AIRPLANE 1


ANTIQUE






















CLASSIC

















2 SEPTEMBER 2000

























SEAPLANE AWARDS











VINTAGE AIRPLANE 3

PIPER 0 WINDOWS





4 SEPTEMBER 2000











bull I ears

att Outer Marker

The707
















6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner



























VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000


ANTIQUE






















CLASSIC

















2 SEPTEMBER 2000

























SEAPLANE AWARDS











VINTAGE AIRPLANE 3

PIPER 0 WINDOWS





4 SEPTEMBER 2000











bull I ears

att Outer Marker

The707
















6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner



























VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

























SEAPLANE AWARDS











VINTAGE AIRPLANE 3

PIPER 0 WINDOWS





4 SEPTEMBER 2000











bull I ears

att Outer Marker

The707
















6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner



























VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

PIPER 0 WINDOWS





4 SEPTEMBER 2000











bull I ears

att Outer Marker

The707
















6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner



























VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

bull I ears

att Outer Marker

The707
















6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner



























VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000






6 SEPTEMBER 2000

it took a while

for many airmen to

become really

convinced that

these old

techniques would

not work on

the ietliner



























VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

















VINTAGE AIRPLANE 7




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000




8 SEPTEMBER 2000



















Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000









Over to you

t( ~t(ck ~

VINTAGE AIRPLANE 9








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000








whose mas-











VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000










VINTAGE AIRPLANE 11




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000




12 SEPTEMBER 2000














VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000






VINTAGE AIRPLANE 13










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000










14 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000









VINTAGE AIRPLANE 15






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000






16 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000













VINTAGE AIRPLANE 17






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000






18 SEPTEMBER 2000



By John Underwood


















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000
















VINTAGE AIRPLANE 19












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000












20 SEPTEMBER 2000























commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000


















commentary


By Denis M Arbeau




22 SEPTEMBER 2000

Modem day pilots

may not take the

prospect ofa forced


as their pioneer

brethren did














VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000









VINTAGE AIRPLANE 23

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

by HC Frautschy













24 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000
























bull ~

bull









26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000






26 SEPTEMBER 2000









-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

-Yukon from page 21































VINTAGE AIRPLANE 27



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000



Leopold Veilleux


Stephane Ollier



Alexander Tullis


jeffrey W Salter



[van Campbell


james Schmidt


Mervyn R Thompson


Eric Grover























28 SEPTEMBER 2000














Stephen A Tonozzi

Glenwood Springs CO























































Robert] Rittmuller

North Falmouth MA





















































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000










































Mike Bass Quapaw OK




























Matt Witt Waco TX












jay Esty Neenah WI


















VINTAGE TRADER







VINTAGE AIRPLANE 29


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000


-Yukon from page 27




SEPTEMBER 2000














Qi~RODUCTSI INC iii



wwwpolyfibercom


30

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

Gr


BurkburneH TX

John - retired



Stearman Squadron


navigator in the

business


AUAis

approved

To become an

EAA Vintage

Aircraft

Association

Member call

800-843-3612


















No age penalty





VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

VINTAGE AIRCRAFT


ASSOCIATION






918622-8400507373-1674 cwhhv5ucom











616624-6490 Stoughton WI 53589 608877-8485







dinghaoowcnet

























DIRECTORS EMERITUS



e-mail buck7ocmCnet








32 SEPTEMBER 2000

by espie butch joyce - eaa vintage members...

Documents