Documente Academic
Documente Profesional
Documente Cultură
Fresh air
already aware , we
significant progress
development of an
alternative fuel
for certificated
aircraft engines.
N E
VOL. 37, NO.5
MAY
2009
CONTENTS
I Fe
News
Aeromail
14
20
28
32
34
Mystery Plane
by H.G. Frautschy
38
Classified Ads
STAFF
Tom Poberezny
EAA Publisher
Director of EAA Publications Mary Jones
H.G . Frautschy
Executive Director/Editor
Kathleen Witman
Production/Special Project
Jim Koepnick
Photography
Bonnie Kratz
Sue Anderson
Advertising Coordinator
Lesley Poberezny
Classified Ad Coordinator
Colleen Walsh
Copy Editor
Director of Advertising
Katrina Bradshaw
Display Advertising Representatives:
Specialized Publications Co.
U.S. Eastern Time Zone-Northeast: Ken Ross
609-822-3750 Fax: 609-957-5650
kr40@comcast.net
COVERS
cbaumlll@mindspring.com
FRONT COVER: In 1936 during the National Air Races , Michel Detroyat and his Caudron
C.460 didn't just beat us, they cleaned our clock . This magnificent replica of the winner of
the Greve and Thompson Trophy races was built at Flabob Airport. See the article beginning
gary.worden@spc-mag.com
VINTAGE AIRPLANE
Flush Toilets!
... and other site improvements
to make AirVenture attendees more
comfortable
MAY 2009
John Berendt
Cannon Falls, Minnesota
Just as this issue was going
to press we learned that long
time VAA Director John Berendt
passed away early in the morning
of April IS, 2009, at the age of
74 . A lifetime EAA member (EAA
36591, VAA 984), John started fly
ing in the late 1950s and had his
interest in aviation renewed in
and most cost-effective way to cre
ate shade is with trees, and we had
a ready supply of trees that had to
be removed from the paths cleared
for new roadways and construc
tion," said Steve Taylor, EAA facili
ties manager. "We've transplanted
42 trees and added a few new ones
to strategic locations around the
site to create shade areas for relief
from the sun."
Many of these shade areas were
relocated around food venues so
visitors will be able to take advan
tage of some refreshments while
taking a break. In addition to the
trees, Taylor's facilities team is also
creating more seating and tables
equipped with large umbrellas.
Another conspicuous enhance
ment, particularly for campers, will
be the renovation and expansion
of four key shower facilities. The
'Ultimate' Fantasy:
Classic Military Trainers
You won't want to miss this chance of a lifetime to
experience unforgettable flights in two incredible aircraft
from EAA's collection of military trainers-a Consoli
dated PT-3 and a North American T-6 .
EM's Classic Military Trainers Ultimate Fantasy Flight
Camp, October 9-11, will include a course on the history
MAY 2009
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MAY 2009
In 1936
.. . Michel
Detroyat
and his
Caudron
C.460 didn't
just beat
us, they
cleaned
our clock.
VINTAGE AIRPLANE
MAY 2009
and appearance-wise."
What he was referring to is that
the Ranger is a bigger engine than
the original Renault engine. Also the
bigger nose on the case was likely to
cause cowling changes. How
ever, a bigger problem with the
Ranger was that it was a quite
slow-turning engine, which ne
cessitated a fairly long prop to
get enough thrust, and the tiny
airplane just didn't have enough
ground clearance for that.
"We looked around and
started measuring the six
cylinder Moravia LOM en
gines, one of which is 260
hp at 3000 rpm. And it's su
percharged. It appeared to
be slightly lighter than the
original Renault and smaller
in displacement, 364 cubic
VINTAGE AIRPLANE
t t
The gear was the most difficult part of the airplane to design because
the wheels start in front of the spar but retract behind it.
to lock it down.
"We had pictures of the gear
but didn't know exactly which
way we were going to go when
the late Ed Marquart stopped by.
He said, ' I may have something
that'll help here,' and we went
back and scrounged around in his
goodie pile. He came back with
a set of Culver V struts that were
the right size, so we built the gear
legs around the shock strut.
"And then there were the multi
faceted gear doors. Getting them
sequenced was a chore, too. We
still have some work to do in that
area because they aren't closing
completely tight."
The fuselage was covered with 3/32
aircraft plywood, but on the wings
rAiLWW66LS
V INTAGE A IRPLANE
13
THOSE WONDERFUL
WIDGEONS
N135MG
Brian Van Wagnen of Jackson,
Michigan, has been flying since
he was 14, mowing grass to pay
for flying lessons. "They had wa
ter airplanes, which I was attracted
to right away since I grew up on
a lake," says Van Wagnen with a
smile, "and I was fortunate enough
to get around one of these when I
was 16. Al Meyers of Meyers Aircraft
had a Widgeon down at Tecumseh,
and I was flying a Volmer [an ex
perimental amphibian designed by
Volmer Jensen] at the time with a
guy-they took me out in the Wid
geon, and I fell in love with it! So
I've been flying them for a long
time, and I do have one at home. I
fly for American out of O'Hare, but
I'm really a seaplane nut."
Van Wagnen explains that Jim
Hagedorn "contacted me to ferry
the airplane and then give him some
dual in it. This airplane was restored
many years ago, and it was already
nice when he bought it from Mike
Reece in Portland, Oregon . Then
Jim added a stripe and logo to the
exterior, along with a new interior
and panel done by Modern Aero
in Egan, Minnesota. I don't know a
lot about this airplane's history, but
these little holes on the fuselage
were for a depth charge rack, when
it was used for coastal patrol dur
ing World War II. Then it went into
MODI FICATIONS
This 1943 Grumman Widgeon's wings have been metalized aft of the spar.
VINTAGE AIRPLANE
15
"AI Meyers of
Meyers Aircraft had
a Widgeon down
at Tecumseh, and
. they took me
out in the
Widgeon, and I fell
in love with it!"
-Brian Van Wagnen
Note the immaculate interior and up-t<HIate panel.
N744G
17
MAY 2009
19
EAA Experimenter
AUGU ST 1994
Part II
BY BOB WHITTIER
EAA 1235
Editor's Note: The Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this se
ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF
20
MAY 2009
21
"
,
Top left, French Bernard set 278 mph speed record in 1924. Hispano-Suiza engine of 450 hp had 12 cylinders
in three banks of four each. Cowl over right and left banks blended cleanly into roots of midwing. Center and
top right, Wittman Buster of late 1940s had flat-four 85-hp engine and used same idea in its cowling, as did
others. Bottom drawings show Art Chester's Jeep of mid-1930s. It had a gull wing similar to Stinson Reliant.
Spars were deepest and strongest where struts attached. Fairly open angle at junctures of struts with wing
undersides minimized drag from "squeezing" air in these angles. Shorter wing chord at roots minimized size
of juncture between wings and fuselage. Short wingspans of racers afforded good bracing angles.
D
I
"~,,,,"'~~ ~ ~~ffl
.
I
OLD~mu~ummru
VINTAGE AIRPLANE
23
Interesting things can be done with midwings. In 1955 Ray Stits designed this single-seater SA-SA Flut-R-Bug.
Inboard ends of wings detached from fuselage and swung upward. At same t ime, wing struts pivoted on t heir
bolts and wings ended up folded , with roots upward and tips downward. Could fit into odd hangar spaces. Wing
panels were only 8 feet long, overall span proved to give too poor span loading for good takeoff and climb, so
2 feet were spliced to each wingtip to increase span. Tips would then touch the ground if folded; change was
made to detachable wings racked on each side of the fuselage . This ship led to later two-seat Flut-R-Bugs.
on the canopy but just the top fabric in place and expe
rienced no turbulence. Then some builders of this model
began to report experiencing turbulence over the tail sur
faces in tight left turns at cruising speed. Simple, single
curvature, triangular fairings made of sheet aluminum
and installed in the angle between wing leading edges
and the fuselage cured this by delaying airflow separa
tion. Live and learn.
As far as we know, no wind tunnel tests have been
made of small, simple midwing planes designed and
built on tight budgets-not enough such midwings have
been built to attract the attention of the wind tunnel
people. Probably some have been made for larger, faster
military types, but one could spend much time trying to
hunt down the decades-old reports that resulted.
When one looks at the accompanying side-view draw
ing of the Grumman Wildcat, it becomes readily appar
ent that the enclosed cockpit positioned so far above the
juncture of wing roots and fuselage sides could cause no
turbulence problems. But when we look at pictures of as
sorted smaller midwings, with the inboard ends of their
wings close to large open cockpits, common sense says
turbulence must result. One has to consider each mid
wing individually. Generalizations are risky.
On studying photos and drawings of midwi ng and
shoulder-wing aircraft accompanying this article, you
can spot both "clean" and "dirty" designs.
The midwing configuration has been used in some
military planes. It left generous belly space available for
bomb bays in bombers. But because the wing spars ran
right through the middle of fuselages, converting such
bombers to passenger-carrying craft was either impos
sible or discouragingly expensive.
For reasons involving production considerations,
cabin pressurization, weight, performance, and so on,
many large and fast all-metal planes have been designed
with circular or oval fuselage cross sections. Acute an
gles appear where low-mounted wings meet such fuse
24
MAY 2009
We see many ideas in midwings. Left , RANS aerobatic ships have large windows below wings to give very
good view below. Right, designed in Belgium after World War II by Mr. E.O. Tips, the VW-powered Tipsy Nipper
had t ricycle gear. This put wing trailing edge well above ground. Arrow points to flap that hinges downward.
Stirrup-like step at lower end facilitates boarding. Picture is of a neat rubber-powered scale model by Sieg
fried Glockner of Germany.
VINTAGE AIRPLANE
25
wing on the propeller thrust line. Does 265 mph on a 200-cubic-inch en offers customers a choice between
gine. Below, the popular miniMAX ultralight uses the midwing idea to its midwing MiniMAX and high
simplify construction and reduce weight compared to a high-wing. Tall wing Hi-MAX.
vertical tail carries a useful amount of its area above turbulence coming
lage sides of midwings have been
back from cockpit in open models.
much used as a way to improve
downward visibility. In some cases
the visibility gain has been mar
ginal, in others quite worthwhile .
Punch a small hole in a piece of
paper. When you hold the paper
some inches ahead of one of your
eyes you can see little through
the hole. But your arc of vision
increases substantially the closer
you bring the card to your eye. The
same effect governs the visibility
through airplane windows. Study
the illustrations used in these ar
general-purpose civilian midwings have been manufac
ticles and evaluate how different shoulder-Wings and
tured because of this. But there is variation in downward midwings rate in this regard.
visibility among midwings. The high cockpit positioning
Some years ago we corresponded with Robert
on the Grumman Wildcat offered quite good visibility Thompson]r. (now deceased) of Ohio. He was very
not only ahead, but also to each side, and fighter pilots well-informed on Heath light planes, and in discuss
seldom have need to look directly below. A low-wing ing the Heath Center-Wing, he stated that it was a
with low-set cockpit and a lot of dihedral can offer poorer much better windy-day plane than was the Parasol.
visibility to the side, it should be noted.
In the air, this had something to do with the fact
The late-1930s Douglas 0-47 A and other observa
that it had a shorter wingspan and consequently
tion/reconnaissance planes had pilot seats located at higher wing loading. In landing and taxiing work,
or even ahead of the wing's leading edge so as to pro
a crosswind working on a Parasol's high-mounted
vide quite good downward visibility. The same can wing had appreciably more tendency to tip the ship
be said of the light Short Satellite sport plane.
onto its downwind wingtip than was the case with
Racing planes had powerful and therefore heavy the Center-Wing. Mr. Ison of TEAM Inc. substanti
engines in their noses. To balance them pilot seats ates this by observing that the midwing miniMAX
were located aft of the wings. Depending on the par
is more manageable than the Hi-MAX in crosswind
ticular plane, visibility dead ahead could be poor, to conditions. He also states that the midwing model
the sides and in racing turns it could be good, and has a faster response to the ailerons than does the
downward on each side, good enough to see check
high-wing. This would be because in the midwing,
points when flying cross-country.
the wing is positioned closer to the ship's vertical
In planes having such aft-located cockpits, a mid
center of gravity.
wing ahead of the pilot could block forward visibil
A long time ago we read that for much the
ity seriously when a taildragger was in three-point same reason , midwings ride better in rough air
26
MAY 2009
27
BY ROBERT G. LOCK
Some thoughts on
restoration and airworthiness
As the aviation industry contin
ued to grow in the middle 1920s,
Congress, in an attempt to create a
uniform set of regulations govern
ing aviation, created the Aeronautics
Branch of the Department of Com
merce. The Aeronautics Branch (re
named the Bureau of Air Commerce
in 1934) began to create new docu
ments, one of which was Aeronautics
Bulletin 7H (right, top). This docu
ment spelled out the first published
data on making repairs to certificated
aircraft in the United States. The pub
lication date was January I, 1936.
This was the first data published to
aid mechanics in accomplishing re
pairs and alterations of aircraft.
By 1938 the government contin
ued to evolve its oversight of avia
tion by creating the Civil Aeronautics
Administration (CAA). It created the
Civil Aviation Regulations (CAR) and
Civil Aviation Manuals (CAM). Re
quirements for approved type certifi
cates (ATC) were now contained in
the CARs; CAR 3 was certification re
quirements for small aircraft. Also to
appear was the "mechanic's bible,"
CAM 18 (right), which spelled out re
quirements for maintenance, repair,
and alterations to airframes, power
plants, propellers, and appliances.
CAM 18 was an expansion of Aero
nautics Bulletin 7H and may have
first appeared in 1941. This publica
tion was to eventually evolve into
the present FAA Advisory Circular
AC43.13-1B that gives advisory data
on major repairs to aircraft structure.
Annual relicensing of aircraft was
28 MAY 2009
cr"';~"~,?:.';"
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1941
i !'1tO:.':~YEO
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AIRlYORTHINESS AUTBORIZATION" ,
CIVIL AERONAUTICS
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Form 60 8
Figure 1.
IS iI us ration above s a copy taken
'AA air
worthiness paperwork file. The original registration number, NC150M, has
been assigned to another airplane due to inactivity. These early airworthi
ness certificates were issued annually and therefore had an expiration
date. Note that the airworthiness certificate is signed by a CAA inspector,
as mechanics could not relicense aircraft in those days.
Ci2 ])GiZ..
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29
'l
Nearing the end of a very long day and a successful engine mount pull
t est. That's me to the left (not looking very happy) and my father, Leon
ard, to the right. In the center is FAA inspector AI Strickfaden. If we
look slightly overheated, it was due to a temperature of over 100F in
my shop when we completed the test in late afternoon.
CRANKSHAFT GRINDING
CAMSHAFT GRINDING
CONNECTING RODS
ROCKER ARMS
TAPPET BODIES
COUNTERWEIGHTS
CRANKSHAFT BALANCING
MAGNAFLUXING
STARTER ADAPTERS
ULTRASONIC INSPECTIONS
CUSTOM MACHINING
PLATING
Every part is
the tightest Original Equipment Manufacturers specifications.
Our quality control continually tests repairs and certifies new repairs to keep the
cost of aircraft engine maintenance down. The quality really does go in
each re-machinecl part before the yellow tag goes on.
SUPER.lfmR
18008269252
www.aircraft-specialties.com
BY DOUG STEWART
MAY 2009
... it is so easy to
that many
instructors take
a very cavalier
their clients,
"Just a few
pounds overweight
won't matter."
eJA. ~~~
www.NationaIAirRaces.net
Only $28.95
+ S&H
1-888-NAR-8886
33
BY H.G. FRAUTSCHY
VAA
MAY 2009
Walter Kessler
Hampshire, IL
- Walt Kessler
AUA is Vintage Aircraft Association approved. To become a member of VAA call 8008433612.
Diamond Plus
$1250
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The Vintage Aircraft Association is a non-profit educational organization under IRS SOIc3 rules. Under Federal Law, the deduction from Federal Income tax for
charitable contributions is limited to the amount by which any money (and the value ofany property other than money) contributed exceeds the value of the goods or
services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.
Mail your contribution to: EAA, VINTAGE AIRCRAFT ASSOC., PO Box 3086, OSHKOSH, WI 549033086
36
MAY 2009
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Something to buy ,
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cover one insertion per issue. Classified ads
are not accepted via phone. Payment must
accompany order. Word ads may be sent via
fax (920-426-6845) or e-mail (classads@
eaa. Off!) using credit card payment (all cards
accepted) . Include name on card, complete
address, type of card , card n umber, and
expiration date. Make checks payable to EAA.
Address advertising correspondence to EAA
Publications Classified Ad Manager, P.O. Box
3086, Oshkosh, WI 54903-3086 .
AIRCRAFT
For Sale: Economical C-120. TT-1247
TTAF-4326 - TT E-35, Intercom, King
Transponder, Metalized Wings. $23,000
Based SLM - Todd: 575-737-9057
www VirginiaFlyln.org
Golden West Regional Fly-In
Yuba County Airport (Myv), Marysville, CA
June 12-14, 2009
www.GoldenWestRyln.org
Arlington Fly-In
Arlington Municipal Airport (AWO), Arlington, WA
July 8-12, 2009
wwwNWEAA.org
EAA AirVenture Oshkosh
Wittman Regional Airport (OSH), Oshkosh, WI
July 27-August 2, 2009
www.AiNenture.org
MISCELLANEOUS
www.COSportAviation.org
SERVICES
www.MERR.info
Copperstate Regional Fly-In
Casa Grande Municipal Airport (CGZ), Casa Grande, AI.
October 22-25, 2009
www.Copperstate.org
Southeast Regional Fly-In
Middleton Field Airport (GZH), Evergreen, AL
October 23-25, 2009
www.SERFI.org
Flight Comes
~ALIVE!~
38
2010 Events
www.Sport-Aviation-Expo.com
Aero Friedrichshafen
Messe Friedrichshafen, Friedrichshafen, Germany
April 8-11, 2010
wwwAero-Friedrichshafen.comlhtmVen
/\1 RV ENTURE
~~~
wwwSun-N-Fun.org
MAY 2009
............." "
Aeronca
Air Tractor
Ayres
Beechcraft
Boeing
Canadair
Cessna
Culver
Dehavilland
Douglas
Fairchild
Fleet
Grumman
Howard
Norseman
North American
PZL
Ryan
Stinson
Taylorcraft
Thrush
Waco
J';~
~~=raft
Finishing Systems
lEI
AERO CLASSIC
"COLLECTOR SERIES"
Vintage Tires
New USA Production
RESTORING
--------~~-------------
COMPANY-.::ll~~
www.desser.com
VINTAGE AIRPLANE
39
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
Vice-President
George Daubner
Hartford, WI 53027
262-673-5885
clTief7025@aol.com
gdaubner@eaa.org
secretary
Steve Nesse
Charles W. Harris
Tulsa, OK 74147
918-622-8400
Treasurer
cwh@hv5ll.com
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst 10@comcast.net
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-645-8370
antiquer@;nreach.com
john Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
507-263-2414
fchld@bevcomm.t1t'l
jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
IbroWT14906@aol.com
Dave Clark
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dale{aye@msfl.com
jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-9437205
Dan Knutson
Lodi, WI 53555
608-592-7224
Jodicub@charter.net
Steve Krog
Plainfield, IN 46168
317 -839-4500
davecpd@att.llet
Hartford, WI 53027
262-966-7627
sskrog@aoi.com
john S. Copeland
lA Deacon Street
Northborough, MA 01532
508-393-4775
copelmld l @jullo.com
Phil Coulson
Wauwatosa, WI 53213
414-771-1545
shschmid@gmail.co,n
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
805-782-9713
pllOtopilot@aol.com
Gene Chase
Gene Morris
Ronald C. Fritz
john Turgyan
...
:1iI .
""AI' '7
~ TM
Monday-Friday CST)
EAA and Division Membership Services (8:00 AM-7:00 PM
membership@eaa.org
FAX 92()'426-4873
www.eaa.orgjmemberbenefits
80()'564-6322
-New/renew memberships -Address changes -Merchandise sales -Gift memberships
www.airventure.org
airventure@eaa.o!g_
EM AirVenture Oshkosh
888-322-4636
sportpilot@eaa.orf<
www.sportpilot.org
Sport Pilot/ Light-Sport Aircraft Hotline 877-359-1232
Programs and Activities
dwalker@eaa.or
Auto Fuel STCs
920-426-4843
mrobbins@eaa.orf<
920-426-6570
Education/Aeroscholars
airacademy@eaa.orf<
920-426-6880
www.airacademY.orf<
- EM Air Academy
scholarships@eaa.orf<
920-426-6823
- EM Scholarships
tdeimer@eaa.org
Right Instructor information
920-426-6801
www.eaa.orJUnafi
slurvey@eaa.org
Library Services/Research
920-426-4848
Benefits
www,auaonfine.com
AUA Vintage Insurance Plan
800-727-3823
www.eaa.orJUmemberbenefits membership@eaa.orf<
EM Aircraft Insurance Plan
866-647-4322
80().853-5576 ext. 8884
EM VISA Card
80().654-2200
www.eaa.orgjhertz
membership@eaa.org
EM Hertz Rent-A-Car Program
EM Enterprise Rent-A-Car Program
www.eaa.orgjenterprise
membership@eaa.org
877-4213722
www.vintageaircraft.org
vintage@eaa.org
Editorial
920-426-4825
tbooks@eaa.org
VAA Office
FAX 920-426-6579
888-EAA-INFO (322-4636)
chapters; and Young Eagles. Please have your membership number ready when calling.
Office hours are 8:15 a.m. -5:00 p.m. (Monday - Friday, CST)
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, inelud
ing 12 issues of SPORT AVIATION. Family
membership is an additional $10 ann ually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
Foreign Postage,)
lAC
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $45
per year.
EAA Membership, WARBIRDS maga
zin e and one year membership in the
Warbirds Division is available for $55 per
year (SPORT AVIATION magazine not ineluded). (Add $7 for Foreign Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
ch eck or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright t<l2009 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane
magazine, is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and al additional mailing offices. POSTMASTER: Send address changes
to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6.15. FOREIGN AND APO
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse
any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely
with the contributor. No remuneration is made. Material should be senl to: Ed~or, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aaronautica'" are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks
and service marks without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.
40
MAY 2009
Drive one.
"Fun and fuel economy have finally gotten married in a mid-size sedan."
-Car and Driver, February 2009
"Wait, so has somebody invented the car of the future and didn't
tell us?"
-Los Angeles Times, December 2008
'Fusion Hybrid EPA estimated 41 cityl36 highway mileage.
LINCOLN
MERCURY